LMOA Locomotive Maintenance Officers Association
Proceedings of the 71st Annual Meeting
September 16-18, 2009
Chicago Hilton & Towers 720 S. Michigan Ave. Chicago, Illinois WORLD WIDE LEADER IN LOCOMOTIVE FUELING & SERVICING EQUIPMENT
SPECIALIZIKG IN VARIOUS TYPES OF LIQUID DELIVERY: DIESEL FUEL, LUBE, OIL, WATER
HEATED HOSE REEL CABINETS (BOOM, COLUMN, PLATFORM) HEATED TOTE CABINETS NEW & REQUALIFIED FUEL CRANES FULL RANGE OF NOZZLES UP TO 300 GPM NEW & REQUALIFIED DROP HOSES NEW & REQUALIFIED PUMP SKIDS WAYSIDE FUEL FILTERS FUEL TANK ADAPTERS SOLID STICK WHEEL FLANGE LUBE SYSTEM EMD STYLE EXHAUST FLEX JOINTS "0" RINGS CUSTOM FABRICATION TURBO SCREEN REQUAL1FICATI0N
1375 W. SNYDER BOULEVARD • NIXA, MO 65714 USA PH: 800-641-4512 • FX: 417-725-4846 www.snyderequip.com •EMail: [email protected] Locomotive Maintenance Officers Association 1
2009 ADVERTISERS INDEX
LOCOMOTIVE MAINTENANCE OFFICERS ASSOCIATION
AMGLO KEMLITE LABORATORIES 13
AMSTED RAIL GROUP 211
BACH-SIMPSON 193 & 195
CLARK FILTER CORP 67
GRAHAM WHITE MANUFACTURING 139
INDUSTRY SPECIALTY CHEMICALS, INC 61
KIMHOTSTART 105
LPI LIFT SYSTEMS 221
MAGNUS, LLC 231
MIBA BEARINGS, U.S 119
MOSEBACH MANUFACTURING 19
NATIONAL ELECTRICAL CARBON PRODUCTS 163
NATIONAL RAILWAY EQUIPMENT CO 87
PEAKER SERVICES, INC OUTSIDE BACK COVER
PENN LOCOMOTIVE GEAR INSIDE BACK COVER Locomotive Maintenance Officers Association
POWER RAIL 125
PREDICT 44
RAIL PRODUCTS INTL. INC 207
RAILROAD FRICTION PRODUCTS 159
SAFETY KLEEN SYSTEMS, INC 31
SIMMONS MACHINE TOOL 217
SNYDER EQUIPMENT, INC INSIDE FRONT COVER
TAME, INC 229
TRANSPORTATION EQUIPMENT SUPPLY CO 215
ZTR CONTROL SYSTEMS 171, 173, 175, 177, 179 LOCOMOTIVE MAINTENANCE OFFICERS
APPRECIATES THESE 2009 SUPPORTING ADVERTISERS 3
S AMGLO KEMLITE LABORATORIES MOSEBACH MFG. SIMMONS MACHINE TOOL
AMSTED RAIL GROUP NATIONAL ELECTRICAL CARBON PROD. SNYDER EQUIPMENT CO. INC.
CD BACH-SIMPSON NATIONAL RAILWAY EQUIPMENT CO. TAME, INC. 3
CLARK FILTER CORP. PEAKER SERVICES. INC. TRANSPORTATION EQUIP. SUPPLY CO.
GRAHAM WHITE MANUFACTURING PENN LOCOMOTIVE GEAR ZTR CONTROL SYSTEMS CO
CO INDUSTRY SPECIALTY CHEMICALS, INC. POWER RAIL MFG. o o
KIM HOTSTART PREDICT
LPI LIFT SYSTEMS RAIL PRODUCTS INTL. INC.
MAGNUS, LLC RAILROAD FRICTION PRODUCTS
MIBA BEARINGS U.S. SAFETY KLEEN SYSTEMS INC.
ATTENTION ALL MEMBERS: WE DO NOT ENDORSE ANYONE'S PRODUCT, BUT WE DO APPRECIATE OUR ADVERTISERS. Listed above are the names of the ADVERTISERS whose ads appear in our ANNUAL PUBLICATION. We appreciate the fine financial support these advertisers provide. We hope to see these and many more advertisers' names displayed in this fashion at all of our future ANNUAL MEETINGS. Be sure to read their ads in the Annual Publication. Locomotive Maintenance Officers Association
INDEX
STATE OF THE UNION ADDRESS - 2008 23
ACCEPTANCE SPEECH - 2008 25
FUEL, LUBE AND ENVIRONMENTAL COMMITTEE 28-80
NEW TECHNOLOGIES COMMITTEE 81-114
DIESEL MECHANICAL MAINTENANCE COMMITTEE 115-158
DIESEL ELECTRICAL MAINTENANCE COMMITTEE ....160-203
DIESEL MATERIAL CONTROL COMMITTEE 204-209
SHOP EQUIPMENT AND PROCESSES COMMITTEE ..210-228
LMOA BY-LAWS 230-233
RECAP PRIOR TECHNICAL PAPERS 234-251 Locomotive Maintenance Officers Association
2008 LMOA MVP RECIPIENTS
The executive boardofLMOA wishes to congratulate the following individu als who were selected as the Most Valuable Peopleof their respective commit tees in 2008.
Name Committee
Steve Fritz Fuel, Lubricants & Environmental
John Hedrick Diesel Mechanical Maintenance
Chris Mainz Diesel Material Control
Bill Peterman Shop Equipment and Processes
Randall Slomski Diesel Electrical Maintenance
TadVolkmann New Technologies
This honor is bestowed on an annual basis to those individuals who perform meritorious service and makesignificant contributions to their respective technical committees.
LMOA EXECUTIVE COMMITTEE Locomotive Maintenance Officers Association
THE EXECUTIVE COMMITTEE OF LMOA
WISHES TO EXPRESS THEIR SINCERE THANKS
TO THE NORFOLK SOUTHERN AND ESPECIALLY
TO DON FAULKNER AND HIS STAFF FOR HOSTING OUR ANNUAL JOINT TECHNICAL COMMITTEE MEETING IN ALTOONA, PENNSYLVANIA ON MAY 4TH AND 5TH, 2009 DON TOOK TIME OUT OF HIS BUSY SCHEDULE TO CONDUCT SHOP TOURS OF THE JUNIATA SHOPS THANK YOU VERY MUCH, DON
WE ALSO WISH TO THANK LARRY CONRAD OF BROOKVILLE EQUIPMENT CORPORATION IN BROOKVILLE, PENNSYLVANIA FOR TAKING MEMBERS OF THE LMOA COMMITTEE ON A SHOP TOUR OF THEIR FACILITY
RICK ORTYL OF METRO EAST AND BRIAN MARTY OF HELM HOSTED LUNCHES FOR THE LMOA COMMITTEES ON MAY 4TH AND 5TH IN ALTOONA - WE APPRECIATE THEIH CONTINUED SUPPORT Locomotive Maintenance Officers Association
LMOA ALSO WISHES TO EXPRESS THEm DEEP GRATITUDE TO
DWIGHT BEEBE OF TEMPLE ENGINEERING FOR AGAIN HOSTING THE LMOA LUNCHEON ON TUESDAY, SEPTEMBER 23,2008 DURING THE ANNUAL CONVENTION AT THE CHICAGO HILTON AND TOWERS.
THANK YOU VERY MUCH, DWIGHT. Locomotive Maintenance Officers Association
PAST PRESIDENTS
1939 & 1949 - F. B. DOWNEY (Deceased) Shop Supt., C &O Ry. 1941 - J. C. MILLER (Deceased ), MM, N.Y.C. & St. L.R.R. 1942-1946, Inc - J. E. GOODWINN (Deceased) Exec. Vice President C. & N.W. Ry. 1947 - S. O. RENTSCHILLER (Deceased) ChiefMechanical Officer, Bessemer and Lake Erie R.R. 1948 - C. D. ALLEN (Deceased)Asst CM.O. - Locomotive, C. &O. Ry. & B.&O. R.R. 1949 - J. W. HAWTHORNE (Deceased) Asst Vice-Pres.- Equipment, Seaboard Coast Line R.R. 1950 - G. E. BENNET (Deceased) Vice-Pres.-Gen. Purchasing Agent, C. & E. I. Ry. 1951 - P. H. VERD (Deceased) Vice-Pres.-Personnel, E. J.& E. Ry. 1952 - H. H. MAGILL (Deceased) Master Mechanic, C. & N. W. Ry. 1953 - S. M. HOUSTON(Deceased) Gen. Supt Mech. Dept Southern PacificCo. 1954 & 1955 - F. D. SINEATH, Retired Chief of Motive Power, Seaboard Coast Line R.R. 1956 - T.T. BUCKLE (Deceased) General Manager - Mechanical, A T. & S. F. Ry. 1957 - J. T. DAILEY (Deceased) Asst to Pres.-Mech., Alton &Southern R.R. 1958 - F. E. MOLLOR (Deceased) Supt Motive Power,Southern PacificCo. 1958 - F. R. Denny (Deceased) Mechanical Supt, New Orleans Union Passenger Terminal 1959 - E.V. MYERS (Deceased) Supt. Mechanical Dept, St Louis-Southwestern Ry. 1960 - W. E. LEHR (Deceased) Chief Mechanical Officer, Pennsylvania R.R. 1961 - O. L. HOPE,(Deceased) Asst ChiefMechanicalOfficer,Missouri PacificR.R., 1962 - R. E.HARRISON (Deceased) Manager-Maintenance Planning & Control, Southern Pacific Co. 1963 - C. A. LOVE, (Deceased) Chief Mechancial Officer, Louisville & Nashville R.R. 1964 - H. N. CHASTAIN, (Deceased) Gen. Manager-Mechanical, A. T. & S. F. Ry. 1965- J. J. EKIN, JR. (Deceased) Supt. Marine & Pier Maintenance, B. & O. R.R. 1966 - F. A. UPTON II (Deceased)Asst Vice-President-Mechanical, C M.St P.& P.R.R. 1967 - G. M. BEISCHER, Retired Chief Mechancial Officer, National Railroad Passenger Corp. Washington, D.C. 20024 1968 - G. F.BACHMAN, (Deceased) Chief Mechanical Officer, Elgin Joilet & Eastern Ry. 1968 - T. W. BELLHOUSE (Deceased) Supt. Mechanical Dept, S. P. Co., - St. L S.W. Ry. 1970 - G. R.WEAVER (Deceased) DirectorEquipmentEngineering, Penn Central Co., 1971 - G. W. NEIMEYER (Deceased) Mechanical Superintendent, Texas & Pacific Railway 1972 - K.Y.PRUCHNICKI (Deceased) General Supervisor Locomotive Maintenance, Southern Pacific Transportation Company 1973 - W. F. DADD, (Deceased) Chief Mechanical Officer, Chessie System 1974 - C. P.STENDAHL, Retired General manager M.P.-Electrical, Burlington Northern Railroad 1975 - L H. BOOTH, (Deceased) Retired Assistant GM.O.-Locomotive, Chessie System, 1976 - J. D. SCHROEDER, Retired Assistant C.M.O.-Locomotive Burlington Northern Railroad, 244 Carrie Drive, Grass Valley, CA 95942 1977 - T. A. TENNYSON (Deceased) Asst Manager Engineering-Technical, Southern Pacific Transportation Co. 1978 - EE DENT, (Deceased)SuperintendentMotivePower, Missouri Pacific Railroad, 1979 - E. T. HARLEY, Retired SeniorVice PresidentEquipment, Trailer Train Company, 289 Belmont Road, King of Prussia, PA 19406 Locomotive Maintenance Officers Association
1980 - J. H. LONG, (Deceased) Manager Locomotive Dept, Chessie System 1981 - R. G. CLEVENGER, Retired General Electrical Foreman, Atichison, Topeka & Sante Fe Rwy. 1982 - N.A. BUSKEY (Deceased) Asst General Manager-Locomotive,Chessie System 1983 - F. D. BRUNER (Deceased) Asst Chief Mechanical Officer-R.& D. Union Pacific Railroad 1984 - R. R. HOLMES, Retired,Director Chemical Labs and Environment Union Pacific 1985 - D. M. WALKER, Retired, Asst Shop Manager, Norfolk Southern Corp., 793 Windsor St, Atlanta, GA 30315 1986 - D. H. PROPP, Retired Burlington Northern RR & Vice President, Ontrack, 8913 West 161st St, Overland Park, KS 66085 1987 - D. L WARD, (Deceased) Coord.-Quality Safety &Tech. Tmg. Burlington Northern R.R. 1988 - D.G. GOEHRING, Retired, Supt Loco.Maint, National RRPassenger Corp., 1408 Monroe, Lewisburg, PA 17837 1989 - WILLIAM A. BROWN, Retired, l&M Rail Link, 9047 NE 109th St, Kansas City, MO 64157 1990 - P. F. HOERATH, Retired Sr. Mech, Engr. Shops, Conrail, Box 134, R.R.4, Hollidaysburg, PA 16648 1991 - D. D. HUDGENS, Retired,Sr. Mgr. R&D, Union Pacific,16711 Pine St, Omaha, NE 68130 1992 - K. ALLEN KELLER, Retired, Supt Loco. Maint, Reading, R.R., 241 E. Chestnut, Cleona, PA 17042 1993 - W. R. DOYLE, Project Manager, Sound Transit, Seattle, WA 98104 1994 - M.A. COLES, Senior Mgr.-Loco. Engineering &Quality, Union PacificR.R. 1400 Douglas St, Stop 1050, Omaha, NE68179 1995 - C.A.MILLER, Retired, Mgr.-Loco. Engineering & Quality, Union PacificRR. 1728 S. 167 Circle, Omaha, NE 68130 1996 - G.J. BRUNO, Retired, Supt - Mechanical, Amtrak, 14142 S.E. 154th PI., Renton, WA 1997- D.M. WETMORE, General Supt - Fuel Opns., NJTRail Opns. 1148 Newark Turnpike, Kearny, NJ 07032 1998- H.H.(MIKE) PENNELL, Ellcon National, 1016 Williamsburg Lane, Keller, TX 76248 1999- JAKE VASQUEZ, Retired, Asst Superintendent-Terminal Services,Amtrak 1130 Walnut Ave., Osawatomie, KS 66067 2000- RON LODOWSKI, Asst Shift Supt, CSXTransportation Selkirk, NY 12158 2001- LOU CALA,Consultant, LJC Rail, Duncansville, PA 16635 2002- BOBRUNYON, EngineeringConsultant, Roanoke, VA24019 2003- BRIAN HATHAWAY, Consultant Port Orange, FL32129 2004- BILL LECHNER, Senior General Foreman-lnsourcing-Air Brakes, Governors & Injectors, Norfolk Southern Corp., Altoona, PA 16601 2005- TADVOLKMANN, Director-Mechanical Engineering, Union Pacific RR, Omaha, NE 68179 2006- BRUCEKEHE, Sr. Mech. Supvr., CN Rwy. Gary, IN 46402 2007- LES WHITE, Technical Sales Rep., Bach-Simpson London, Ontario N4W 2C2 2008- MIKE SCARINGE, Director-Locos., Amtrak Beech Grove, IN 46109 HONORARY LIFE MEMBERS
F. W. BUNCE, Retired Chief Mech. Officer, Milwaukee Road. J. J. BUTLER, RetiredChief Mech. Officer,Consolidated Rail Corp., 158 Woodgate Ln., Paoli, PA 19301 OWEN CLARKE, Retired Vice-President, Chesapeake & Ohio Ry., Cleveland, Ohio B. A. CUMBEA, Retired Mgr. Loco. Maint-Engr., Chessie System, 310 Cherokee Trail, Huntington, VW 25705 10 Locomotive Maintenance Officers Association
N. C ECKERLE, Sales Mgr. Specialty Chem., Nalco Chem. Co., 2901 Butterfield Rd., Oak Brook, IL60521 W. EWING, Retired,Altoona Gear Co., Calbassas, CA W. T. FARICY, Retired Chairman of the Board, A.A.R. J. G. GERMAN, Retired V. Pres.-Engr. Missouri Pacific Railroad Co. J. j. GREGORY, Retired Project Mgr.-Heavy Repair Shop, Consolidated Rail Corp., 603 Ruskin Drive, Altoona PA 16602 DONALD GRAAB, AVP-Mechanical, Norfolk Southern, 1200 Peachtree, Atlanta, GA 30309 S. GRAHAM HAMILTON, President, GlobalGroup, Inc., P.O.Box 2024, Winter Park, FL 32790 W. j. HARRIS, Retired V.Pres., Research &Test Dept, Assn. of American Railroads, Washington, D.C. H. W. HAYWARD, Retired Chief M.P. & R.S., CP Rail, Montreal 101, Quebec, Canada D. W. HENDERSON, V.P.-Technology, Engr. &Maint Burlington Northern RR, 9401 Indian Creek Pkwy., Overland Park, KS 66210 JOHN H. HERTOG, Retired V. Pres.Operations, Burlington Northern, Inc.,St Paul, MN 55101 JOHN W. INGRAM, Retired Pres. and Chief Executive Officer, Chicago, Rock Island and Pacific Railroad Co. A. W. JOHNSON, Retired,V.Pres. of Opns. and Maint, Assoc, of American RR, Washington, D.C. R. M. McDONALD, Retired Dir. of Opns., Brd. of Transport, Commissioners for Canada, Ottawa, Ont, Canada J. F. McDONOUGH, Retired Asst. V. P.-Mechanical, Union Pacific RR, 12225 Farnum St, Omaha, NE 68154 R. G. RAY BURN, Retired Executive V.P.-Operations, Chessie System,Baltimore, MD H.P. RODES, Pres., General Motors Institute, Flint, Ml 48502 F. R. RUSSELL, Retired Chief Mech. Off., Southern Pacific Co., San Francisco, CA L G. SALTS, Retired, Asst. Manager-Locomotives AT&SF Rwy., Topeka, KS H. L. SCOTT, JR., Retired Sr. V.P. and Chief Mech. Off. Norfolk Southern, Corp. C. M. SMITH, Retired Mgr-Mech. Engr.-Passenger and Loco. Consolidated Rail Corp., 3 Princeton Rd.,Strafford-Wayne, PA19087 R. D. SPENCE, Retired Executive V.P.-Operations, Seaboard System RR J. TAGGART, Retired System Mechanical Officer-Motive Power, CN Rail, 655 Richmond Road, Unit 45, Ottawa, Ontario K2A 3Y3 M. L VARNS, Retired, BN RR, 111 So. Greenfield Rd. #385, Mesa, AZ 85206 R. W. VITEK, VP - Sales and Leasing, Omnitrax, Cicero, IL Locomotive Maintenance Officers Association 11
OUR OFFICERS
Our President MR. DENNIS NOTT Northwestern Consulting, LLC Boise, ID 83703
Our Chairman of the Nominating Committee MR. MIKE SCARINGE Director-Locomotives Amtrak Beech Grove, IN 46107 12 Locomotive Maintenance Officers Association
OUR OFFICERS
1st Vice President 2nd Vice President MR. BOB REYNOLDS MR. JACK KUHNS Sales Rep. Senior Director Business Amglo Kemlite Laboratories Development and Sales Calgary, Alberta T2Y 2V8 Graham White Manufacturing Jacksonville, FL 32259
3rd Vice President MR. GLENN BOWEN Director - Laboratory & Testing Svcs. BNSF Railway Topeka, KS o o o 3 a f *4 MALIO* 2 Q) AMGLO KEMLITE LABORATORIES
3 O
• Decrease fuel-operating expense. • Maintain light-output from start to finish. • Reduce maintenance due to longer life. • In-service lamp life exceeds 4000 hours. • Eliminate beam wander. • OEM approved. Since 1935 Amglo has been lighting theway. We stand committed totherail transportation industry. State of theart technological advances are used in allourproducts to provide better solutions for consumers. Visitus atGlorbal Railway Tech in Chicago, September 16-18 atBOOTH #514 SoutheastHallto see the new productsavailable.
Amglo Kemlite Laboratories 8787 Enterprise Boulevard, Largo FL 33773 Tel:727-812-2000 Fax:727-812-2001 www.amalo.com 14 Locomotive Maintenance Officers Association
OUR PAST PRESIDENTS
MR. MARK COLES MR. WEYLIN R. DOYLE Senior Manager Project Manager Engineering & Quality Sound Transit Union Pacific Railroad Seattle, WA 98104 Omaha, NE68179
MR. BRIAN HATHAWAY MR. BRUCE KEHE Consultant Senior Mechanical Supervisor Port Orange, FL 32129 Canadian National Rwy. Gary, IN 46402 Locomotive Maintenance Officers Association 15
OUR PAST PRESIDENTS
MR. RONALD R. LODOWSKI MR. H.H (MIKE) PENNELL Asst. Shift Superintendent Ellcon National CSX Transportation Keller, TX 76248 Selkirk, NY 12158
MR. ROBERT RUNYON MR. TAD VOLKMANN (Retired Norfolk Southern Corp. Director-Mechanical Engineering Engineering Consultant Union Pacific Railroad Roanoke, VA 24042 Omaha, NE68179 16 Locomotive Maintenance Officers Association
OUR PAST PRESIDENTS
MR. DAVID M. WETMORE MR. LES WHITE General Supt. - Fuel Operations Application Engineer NJT Rail Opns Bach Simpson Kearny, NJ 07032 St. Hubert, Quebec J3Y6J1 Locomotive Maintenance Officers Association 17
OUR REGIONAL EXECUTIVES
Kr~m
MR. RON BARTELS MR. BOB HARVILLA Director Electrical and Engine Sys. Asst. VP - Regional Sales Via Rail-Canada Power Rail Distribution Montreal, Quebec Duryea, PA
MR. TOM PYZIAK Senior Account Executive Safety-Kleen Systems Palatine, IL
R. BRAD QUEEN DAVE RUTKOWSKI General Foreman-Locomotives Chief Mechanical Officer BNSF Railway Providence & Worcester RR Barstow, CA Worcester, MA 18 Locomotive Maintenance Officers Association
Picture of Past President's Pin.
Picture of LMOA watch given to outgoing President. Locomotive Maintenance Officers Association 19 20 Locomotive Maintenance Officers Association
OutgoingPresident Mike Scaringe, Amtrak, presents gavel to newly elected President Dennis Nott, Northwestern Consulting. Past President Les White, Bach Simpson, looks on.
Past President Bob Runyon presents watch to outgoing President Mike Scaringe, Amtrak. Past President Tad Volkmann, Union Pacific, attended the ceremony. Locomotive Maintenance Officers Association 21
ssk
'<0^s f C^ Ji
Newly elected 3rd VPGlenn Bowen, BNSF, presents attache bag to new Chairman of the Fuel, Lubricants and Environmental Committee, Bob Dittmeier, Afton Chemical, as newly installed Regional Executive Tom Pyziak, Safety-Kleen, looks on.
Past President, Tad Volkmann, Union Pacific, presents Past President's Pin to outgo ing President, Mike Scaringe, Amtrak. Ceremonywas witnessed by Past President Les White (far left), Bach Simpson, Past President Bob Runyon (far right), and Past President Bruce Kehe, Canadian National. 22 Locomotive Maintenance Officers Association
Past President Bruce Kehe, Canadian National, presents LMOA blazer to newly elect ed 3rd VP Glenn Bowen of the BNSF. Newly elected 1st VP, Bob Reynolds, Amglo Kemlite Laboratories, looks on.
LMOA Executive Board - seated (left to right) - Outgoing Past President Mike Scaringe, Amtrak; newly elected President Dennis Nott, Northwestern Consulting; Past President Tad Volkmann, Union Pacific; Past President Bob Runyon - standing (left to right) - Past President Bruce Kehe, Canadian National; newly elected 2nd VP Glenn Bowen, BNSF; Secretary Treasurer Ron Pondel; Past President Les White, Bach Simpson; newly elected 1st VP Bob Reynolds, Amglo Kemlite Laboratories; and newly elected 2nd VP, Jack Kuhns, Graham White Manufacturing. Locomotive Maintenance Officers Association 23
STATE OF THE UNION SPEECH Texas in May of 2008. The LMOA President Michael Scaringe presented technical papers during September 22, 2008 the convention. The paper given by Jeff Cutright from Norfolk Southern Mr. Chairman, members of the on the new Federal Railroad's Executive Committee, Mr. Secretary- Administration's, (CFR) Code of Treasurer, fellow members and hon Federal Regulations 49 Part 229.129 ored guests. "Horn Rule," will be the first in a Good afternoon and welcome to series that will be distributed to the the 70th annual meeting and confer American Short Line and Regional ence of the Locomotive Railroad Association's members via Maintenance Officer's Association. their "Tech Tracks" technical papers. My name is Michael Scaringe, This new alliance will hopefully Director of diesel locomotives for foster a long term partnership Amtrak and President of the LMOA. between the two groups by provid I would like to personally thank ing technical papers on best prac everyone for taking the time to sup tices and new technology on loco port the LMOA by attending this motive topics in the future. I would year's conference and technical pre like to thank Jack Kuhns of Graham sentations. White Manufacturing Company for The LMOA has faced many chal all his hard work in coordinating this lenges over the past several years; partnership between the two organi loss of financial backing for non zations. exhibit years, decline in member The LMOA will continue to have ship, and rising energy costs that their next two annual conventions in have caused the companies to put 2009 and 2010 in Chicago, however financial restraints on travel. The due to cost cutting measures the LMOA continues to push the enve 2011 annual convention will move lope on overcoming these adversi to Minneapolis. ties by strategically developing I have full faith in the commitment alliances with railroads, suppliers and and leadership of the LMOA execu new organizations. tive committee and our regional This year the LMOA Executive executives to preserve the future of Committee reached out to form a the LMOA. new alliance with an old supporter, In May of 2008, the LMOA held the "American Short Line and our joint technical committee meet Regional Railroad Association." The ings in San Antonio, Texas. I wish to LMOA Executive Committee and extend the gratitude of the LMOA to representatives from the Diesel the Southwest Research Institute Mechanical Committee and the Center and specifically to John New Technology Committee attend Hendrick of Southwest Research ed the American Short Line and Institute for sponsoring and coordi Regional Railroad Association's 95th nating the plant tours and meeting annual convention in San Antonio, rooms. I would like to give a special 24 Locomotive Maintenance Officers Association thanks to Dennis Nott, Northwestern Consulting for coordinating and finalizing the arrangements for our well-attended joint technical commit tee meetings at Southwest Research Institute. In addition I would like to thank all of the railroads and suppli ers who have hosted our individual committee meetings during the past year and continue to support the LMOA. I would also like to thank the suppliers who place ads in the Annual Meeting book. Without their support, the printing of it would not be financially possible. Without the continuing support of the supplier industry, the LMOA could not sur vive. On a personal note I would liketo thank Ron Pondel. Without his help and the commitment, this year would not have been possible. I would also like to thank my employ er, Amtrak, for allowing me to be an active participant in the LMOA for the past 25 years. Iwant to thank you and the LMOA again for the opportunity to serve as your President of the LMOAin 2008.
Editor's Note: There is a possibility that the 2010 convention may be held in a location other than Chicago. Locomotive Maintenance Officers Association 25
ACCEPTANCE SPEECH Of the eighteen papers presented Dennis Nott there were four papers that had con Tuesday, September 23, 2008 tent relating directly or indirectly to locomotive emissions; one paper Ladies and Gentlemen, Mr. that covered new locomotive propul Chairman, members of the Executive sion development; one paper that Committee, Mr. Secretary-Treasurer, updated progress on RP 503; two and fellow LMOA Members,: that covered maintenance on the I am indeed honored to assume new Gen-Set switchers, six that cov the responsibilities of this great ered locomotive maintenance organization that had its first meet issues; one that covered electrical ings in 1939. safety issues; one that covered the Over the years Ihave seen many ins and outs of shop design; and two changes and challenges that have that covered new material manage affected our railroad industry, loco ment concepts. motives and our organization. Some I ask you, where else, but the were driven by mergers and consoli LMOA, can anyone involved in loco dations, others by the need to be motives go to get such a diversified more productive, safe and cost effec update on what the latest develop tive and, of course, those driven by ments are; how to do locomotive legislation or the AAR. The LMOA, if maintenance the best way; how to nothing else, has been on the cutting work safely; or get a layman's view edge for all of these challenges and of the latest regulations? changes. That pretty well sums up the Every year the LMOA brings to the "why" of the LMOA and brings me table the latest developments that to the topic of challenges. affect our world of locomotives. This As Mr. Scaringe pointed out in his includes, but is not limited to, new State of the Union address the locomotive technology, the latest LMOA has faced many challenges information on regulations such as over the past few years and has emissions requirements and horn some new ones on the horizon. testing requirements; the latest With respect to support from RSI, developments in fuel and lubricating the LMOA has been informed that oils; the latest developments in shop the RSI will be reinstating their sup equipment, locomotive maintenance port ofthe Coordinated Associations and purchasing/material handling for the non-exhibit years. We at the techniques; and last, but not least, LMOA, as well as the other three papers that address the best way to members of the Coordinated perform a locomotive maintenance Association, are very appreciative of task that we at the LMOA like to call this news and the continued support "Best Practices." from the RSI, particularly since the next two years will be non-exhibit This year was no different. years and are transitional years for the move to the "big" outdoor 26 Locomotive Maintenance Officers Association exhibit in Minneapolis in 2011. mation and networking that the Speaking of the next two non- LMOA can offer them will be to their exhibit years, it seems it is always dif benefit ficult to get participation in the annu While we have recognized that al meetings in non-exhibit years. I the short lines and regional are would encourage the LMOA mem becoming a bigger part of the audi bership, the employers who support ence, we do not want to forget the our Committee Members and the Class 1 railroads and their contribu sponsors that host our Committee tion to the LMOA as a source of and Joint Committee Meetings to Committee members and informa continue their support of the organi tion. After all,the Class 1 Railroaders zation through the next two years as are truly the ones on the firing line if they were exhibit years. While when it comes to new locomotive plans have not been finalized for the development. Our goal would be to next two years, I'm sure there will be have more Class 1 railroad some discussion within the Committee members and I would Coordinated Associations regarding like to encourage the Class 1 railroad table top displays; and if table top management to recognize the tech displays are on the agenda, I would nical and networking benefits that hope that our suppliers will partici your employee will bring back to the pate as they have in the past non- office if they join a LMOA exhibit years. Editor's note: Committee. Approximately 70 suppliers will dis The LMOA would also like to hear play their products and services at more from you, the audience, the 2009 convention. regarding new topics for papers. Mr. Scaringe also noted that the Each year each Committee sets their LMOA has formed an alliance with agenda for papers at this time. If you the "American Short Line and have a burning issue that you would Regional Railroad Association" and like the LMOA to address, grab one the LMOA will be providing informa ofthe Committee members after this tion on "Best Practices," new tech session and let them know. I can't nology, regulation changes and guarantee that the topic will become other locomotive maintenance top a paper, but we will surely consider ics for their "Tech Tracks" publica it. tion. This has been an important step As we look to this next year and for the LMOA as, with the consoli beyond, there is no doubt in my dation and mergers of the Class 1 mind that there will be a host of railroads, the short line and regional changes that face the industry as railroads now outnumber the Class 1 well as the LMOA. However, there is railroads by about 100 to 1. The no question in my mind that the LMOA has recognized that the short LMOA will again be at the forefront line and regional railroads are a large ready to meet those challenges and I audience within the railroad industry look forward to the support that I and we are confident that the infor will receive from the Executive Locomotive Maintenance Officers Association 27
Committee, the Members of the LMOA and the supplier community to help meet those challenges over the next year. In closing, I would like to recog nize Mr. Ron Pondel who for over two decades has been the Secretary- Treasurer of the LMOA and the glue that keeps the LMOA together. Thank you Ron, thank you ladies and gentlemen. 28 Fuel, Lube and Environmental Committee
REPORT OF THE COMMITTEE ON FUEL, LUBRICANTS AND ENVIRONMENTAL FRIDAY, SEPTEMBER 18, 2009 8:45 A.M.
Chairman BOB DITTMEIER Customer Technical Service Afton Chemical Corp. Richmond, VA
Vice Chairman CHUCK KUNKEL Sr. Mgr.-R&D Union Pacific RR Omaha, NE
COMMITTEE MEMBERS D. Beebe Vice President Temple Engineering Liberty, MO K. Bills VP-RR Operations Searle Petroleum Co. Council Bluffs, IA R. Dunn Consultant CN Pierrefonds, Que S. Fritz, P.E. Mgr. Med. Spd. Dsl. Eng. Southwest Research Inst. San Antonio, TX T. Gallagher Technical Liaison Oronite Commerce, Ml F. Girshick Technologist Infineum USA L.P. Linden, NJ L. Haley, Jr. Chief Chemist Norfolk Southern Corp. Chattanooga, TN D. Koehler SLS. Mgr. Predict USA Cleveland, OH G. Lau Sr. Rel. Specialist Canadian Nat'l Edmonton, Alberta R. Lodowski Asst. Supt. CSXTransportation Selkirk, NY M. Maddox Tech. Support Industrial Specialty Chem. Harvey, IL D. Mattey Key Acct. Manager Alfa Laval Inc. Hermitage, PA D. McAndrew Fuel & Lube Spec. GETransportation Rail Erie, PA J. McDonald Off. of Trans. & Air Qual. EPA Ann Arbor, Ml D. Meyerkord Sr. Engr. Electro Motive Diesels LaGrange, IL K. Myles Mech. Engineer Amtrak Wilmington, DE T. Savage RR Program Mgr. ALS-Staveley Svcs. Kansas City, KS W. Strickland Mgr.-Test & Lab Svcs. CSX Transportation Jacksonville, FL D. Tuttle Mgr.-RR & Marine Sis. American Refining Group Roswell, GA P. Van Slyke Oronite Richmond, CA K. Wazney Chemist/Testing Spec. Canadian Pacific Rwy. Winnipeg, MB P. Whallon Mgr.-Tech. Sales Clark Filter Lancaster, PA Fuel, Lube and Environmental Committee 29
PERSONAL HISTORY
Bob Dittmeier
Bob Dittmeier grew up in St. was promoted to technical coordi Louis, Mo. and has been an nator for medium speed diesel employee of Afton Chemical (MSD) research. He continues Corporation for over 35 years. He with Afton's MSD group, manag received his education from ing the technical service aspects of Rockhurst College, the University this business while also directing of Missouri and Washington the field research for this group. University. During his many years with His career with Afton (then Afton he has been involved in the called Ethyl Corporation and locat design, writing and editing of vari ed in St. Louis, Mo.) started in their ous manuals published by the mechanical research department Coordinating Research Council in 1973. He held various positions and in addition to the Locomotive within the mechanical research Maintenance Officers Association group including managing auto (LMOA) Fuels, Lubricants and matic transmission fluid research Environmental Committee chair he testing and the gear lubricant has also chaired the Society of research testing group. This Automotive Engineers (SAE) involvement with gear lubricant Technical Committee Nine which research also included formulation was involved with medium speed and testing for gear lubricating oils diesel engine and railroad locomo that were developed and targeted tive technical issues. for U.S. military approvals. During He has enjoyed riding motor this timeframe he was also cycles for most of his adult life. He involved with Afton field trial activ and his wife Barb enjoy motor rac ities for both gear and crankcase ing, world travel, and are avid technologies. He transferred from skiers. They currently reside in mechanical research to chemical Richmond, VA. research and into customer techni cal service for gear oil additive technology. From that position he 30 Fuel, Lube and Environmental Committee
THE FUEL, LUBRICANTS AND ENVIRONMENTAL COMMITTEE WANTS TO EXPRESS THEIR SINCERE APPRECIATION TO AMERICAN REFINING CORP AND TO DAVE TUTTLE FOR HOSTING THE COMMITTEE'S MEETING IN NOVEMBER 2008 IN BRADFORD, PA
THE COMMITTEE ALSO WANTS TO THANK AFTON CHEMICAL AND BOB DITTMEIER FOR SPONSORING THE COMMITTEE'S MEETING IN FEBRUARY 2009 IN DENVER, CO Locomotive Maintenance Officers Association 31
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NEW GENERATION OIL drivers, modern railroad operations ADDITIVE TECHNOLOGY FOR have increased locomotive efficien ENGINES OPERATING ON cy and utilization which has also LOW & ULTRA-LOW influenced the engine oil's stress, SULFUR DIESEL FUEL degradation and overall useful oper Prepared by ating life. Greater demands on the Chevron Oronite Company, engine oil's performance have result LLC ed. Given the significant changes the ABSTRACT locomotive industry is experiencing, In March 2008, the Environmental the development of an optimized Protection Agency (EPA) finalized engine oil additive chemistry specifi stringent emission standards (Tier 3 cally designed for use with low and and Tier 4) for locomotive and ultra-low sulfur diesel fuels and tai marine compression ignition lored to meet the expected Tier 3 engines. Fuel sulfur levels in diesel emissions control systems with spe fuel consumed in locomotive, cial consideration for possible Tier 4 coastal and inland marine applica engine designs, was commissioned. tions have been decreasing since This paper describes the develop 2006 (nominal 5,000 ppm) and are ment of a new low ash additive pack approaching 15 ppm levels which age formulation designed to meet will be mandated by the EPA in 2012 these requirements in support of the for large refiners. In preparation of expected Locomotive Maintenance the issuance of these emerging regu Officers Association (LMOA) lations, locomotive engine manufac Generation 6 engine lubricants. turers have redesigned their engines to address Tier 2 mandates with the INTRODUCTION capability of implementing addition The Generation nomenclature was al modifications to effectively adopted by the LMOA Fuels, address the new Tier 3 and Tier 4 Lubricants & Environmental (FL&E) regulations. Committee to denote a significant Current and future changes in advance in lubrication technology. engine design and metallurgy may Its aim was to clearly identify a clas result in reducing oil consumption, sification system for railroad lubricat and minimizing engine blow-by. ing oils, distinguishing major Additional engine modification con changes in oil performance from one siderations, such as Selective generation to the next. Since 1940, Catalytic Reduction (SCR) to reduce only five generations of lubricating nitrous oxide (NOx) emissions and oil have been defined. Though per the use of Diesel Particulate Filters formance attributes of each (DPFs) to reduce particulate matter Generation's advancement have will impact engine oil additive tech been associated with alkalinity as nology properties and performance measured by the American Society attributes. Concurrent with these of Testing and Materials (ASTM) Fuel, Lube and Environmental Committee 33
D2896 method, improved perform before. There have been significant ance or advances in technology are reductions in fuel sulfur levels and not limited to alkalinity alone. Table allowable emissions levels forcing 1 shows the transition from Original Equipment Manufacturer's Generation 1 through the current (OEMs) to implement hardware as LMOA Generation 5 / GE well as operational changes at a time Generation 4 Long Life (4 LL). when railroads are experiencing high Generation 1 was introduced in locomotive utilization rates. These 1940 with a Base Number (BN) of industry trends were instrumental in less than 7 and represented lubri establishing the development cants as either straight mineral oils or requirements of a new low ash addi ones with minimal additive com tive chemistry for locomotives con pounding with detergents or antioxi suming low sulfur diesel (LSD) and dants. Dispersants had not yet been ultra low sulfur diesel (ULSD) sup developed. Many locomotive lubri porting a proposal to define a new cants performed poorly, quickly los generation of engine oils, LMOA ing alkalinity and causing lead corro Gen 6. sion and subsequent bearing fail ures. The most recent category, NORTH AMERICAN DIESEL FUEL Generation 5 / GE 4 LL, was intro TRENDS duced in the mid 1980's with a typi During combustion, diesel fuel sul cal BN of 13, 17 and 18. These oils fur leads to the formation of sulfur demonstrated an overall improve oxides (SOx), which in turn react ment in performance, including oxi with water from combustion to form dation, viscosity increase control, sulfuric acids which can further lead alkalinity control, liner and bearing to the formation of sulfates and are corrosion, and extended oil and filter detected as exhaust particulate mat life. ter. In addition to the sulfur derived During the 1990's new additive particulates, soot and unburned oil technologies were introduced to are also contributors to the overall address the emergence of multi- particulate emissions of a diesel grade oil formulations, handling and engine. In an attempt to address disposal issues associated with diesel engine emissions, the use of engine oils containing high levels of low and ultra-low sulfur diesel fuels chlorine and the introduction of new was mandated for the on-highway and highly effective dispersants. segment. During the mid-1980's, Individually these changes were not the maximum allowable sulfur per considered enough to warrant a clas ASTM standard D975 for No. 2D sification change, but collectively diesel fuel was 5,000 ppm (0.5 per they continued to improve locomo cent by weight of sulfur); and the sul tive engine oil performance. fur for No. 2D diesel fuel in the U.S. Since the millennium, several fac was typically between 0.3 and 0.4 tors have influenced the railroad percent. By 1994, regulation of on- industry at a rate never experienced highway fuel was limited to a maxi- 34 Fuel, Lube and Environmental Committee mum of 500 ppm (0.05 percent) sul tion, the California Air Resources fur, known as LSD. It followed with Board (CARB) passed new diesel the phase-in of 15 ppm (0.0015 per fuel standards in December 1988, cent) sulfur maximum, ULSD which specifically addressing fuels sold in began in mid 2006 and will continue California. through 2010. Estimates placed the railroad Class 1 railroads consume approx industry annual NOx emissions to imately 4 billion gallons of diesel fuel exceed one million tons; represent each year. In May 2004, as part of ing 5% of the total NOx emissions the Clean Air Non-road Diesel Rule, from diesel engines prior to any reg the EPA finalized new requirements ulations. Having addressed the on- for non-road diesel fuel that would highway / high speed diesel market decrease the allowable levels of sul beginning in the mid 1990's, it was fur in fuel used in locomotives by 99 just a matter of time before similar percent. Lower sulfur fuels were regulations were mandated for the even mandated for particulate filter railroad industry. The EPA's first rul testing on switchers. The specific ing for locomotive engine emissions U.S. regulations for locomotive and went into effect in April of 1998. marine applications required large The regulations encompassed three refiners and importers to use LSD by separate sets of standards, applica 2007. A grace period was allowed ble depending on the original date for small refiners. Table 2 summa of manufacture of the locomotive rizes the EPA Regulations for non- engine. Three levels of standards road diesel fuel sulfur levels. were defined as Tier 0, Tier 1 and Tier 2 which affected 1973 - 2001, EMISSION REGULATIONS 2002 - 2004 and 2005 - 2012 loco Medium speed diesel engines are motive engine production model the workhorse of the locomotive years, respectively. These regula industry in North America. These tions established standards for emis engines are also utilized in industrial sions of NOx, PM, hydrocarbon marine applications and for primary (HC), carbon monoxide (CO) and and emergency electrical power smoke opacity. generation. The EPA first issued reg The EPA has since updated these ulations in March, 1985, for the on- regulations and established new highway heavy-duty trucking indus exhaust emission standards which try. These regulations defined spe will dramatically reduce even further cific emission reductions of particu emissions from medium speed diesel late matter (PM), and NOx. The reg locomotives with specific limits for ulations proved to have a significant line haul, switcher and passenger rail and lasting effect on the design of service. The new regulations are high speed diesel engines used in being phased in commencing in this service and consequently, on 2008 and will be fully in effect by the formulation of fuels and lubri 2015. The regulations aim to reduce cants used in those engines. In addi PM emissions from these engines by Fuel, Lube and Environmental Committee 35
90% and NOx emissions by 80%. sions. The primary focus of emis New Tier 3 emissions standards sions regulations is to reduce NOx were established along with idle emissions, and PM secondary. reduction requirements for locomo Unfortunately, the technology and tives beginning in 2012. The newly emission strategy to reduce one established standards also tightened tends to increase the other. emissions from existing locomotives Retarding injection timing lowers when they are remanufactured, peak combustion temperatures which will be effective as soon as resulting in reduced NOx formation. certified rebuild kits are available (as However, this leads to increased PM, early as 2008) but no later than CO and smoke formation along with 2010. Longer term, Tier 4 standards a decrease in peak cylinder pressure for newly built engines have been resulting in lower engine efficiency. defined which may require catalytic North American railroad locomo after treatment technology coupled tives represent a mixture of two and with DPFs beginning in 2015 for four-stroke cycle engines. Four- locomotives, and 2014 for inland stroke engines have traditionally uti marine applications. The exhaust lized less engine oil than their two- emission standards for locomotives stroke counterparts and have there can be found on the EPA website, fore been more sensitive to oil con http://www.epa.gov/otaq/loco- sumption changes. Typical oil con motv.htm. Tables 3 and 4 detail the sumption rates based on an oil to specific Tier 3 and Tier 4 emissions fuel ratio were averaging around standards for the locomotive indus 0.5%. With the engine lubricant try. being a significant contributor to PM exhaust emissions, lowering oil con LOCOMOTIVE UTILIZATION & sumption is one method of effective ENGINE DESIGN ly controlling the volatile and non As noted, significant changes have volatile fractions. However, lowering occurred in the railroad industry. oil consumption not only increases Railroads have implemented opera residence time of the lubricant in the tion practices to enhance efficiency crankcase, but also increases insolu and increase locomotive utilization. ble levels and accelerates the rate of This has resulted in longer intervals BN depletion and oil oxidation, thus between scheduled maintenance. negatively impacting oil life. Table 5 Until the recent economic downturn and Figures 1 through 3 detail the in 2008, freight movements had impact oil consumption has on insol been on a steady rise with hundreds uble formation, BN retention and oil of new locomotives being added to oxidation from models developed by Class 1 fleets to meet traffic M. R. Logan [17]. demand. In combination, increased locomo Parallel to the increased demand tive utilization, longer maintenance and utilization of locomotives is the intervals, extended oil drain intervals drive to significantly reduce emis and decreased oil consumption are 36 Fuel, Lube and Environmental Committee all factors which stress the engine oil gets will more than likely require leading to increased oxidation, vis exhaust after treatment technolo cosity, insolubles and wear metals. gies. Technologies already The extent of oil life is further influ employed by the on-highway sector enced by the type of service, the include: Exhaust Gas Recirculation diesel fuel consumed, terrain and (EGR), DPFs, Diesel Oxidation other environmental conditions. Catalysts (DOCs) and SCR. Changes in emissions regulations and fuel sulfur levels continue to ENGINE OIL FACTORS & DRIVERS impact the railroad industry as a It is well known that engine oil sul whole. Though engine design strate fated ash is a leading contributor to gies to meet Tier 3 and Tier 4 regu the collection of incombustible lations have not yet been finalized, materials in DPFs. Research has parallels may be drawn from the on- shown that the incombustible mate highway high speed diesel engine rial is primarily derived from the industry. combustion by-products of lubricant While the operation of the on- additives. In the case of zinc-free highway heavy-duty diesel trucks railroad engine oils, the additives in tends to be at high speed and tran question are associated with tradi sient in duty cycle, it is nonetheless tional calcium detergents. During instructive to compare the emission combustion, these detergents gener regulations impacting both indus ate ash in the form of calcium sulfate tries. The on-highway segment has (CaS04). The deposition of this been subjected to very restrictive incombustible ash on DPFs effective emissions standards since 1988 and ly shortens their service life. In addi their designs and lubricant formula tion, lubricant additive sulfur (similar tions have been significantly affect to diesel fuel) as well as phospho ed. A comparison of NOx and PM rous are known to poison many SCR emissions for on-highway heavy-duty and DOC materials. trucks and locomotives is represent Oil formulation and its influence ed in Figure 5. on exhaust after treatment devices The railroad OEMs were able to are concerns which have been meet the first three Tiers of emission raised by the OEMs prior to the regulations by a variety of tech EPA's final ruling. Though not niques including retarded fuel injec required for their feasibility analysis, tion timing, incorporation of the EPA has commented that low improved engine intake air cooling, Sulfated Ash, Phosphorous, and increased engine compression ratio, Sulfur (SAPS) engine oils would be increased fuel injection pressure and beneficial with regards to the dura injection rate, optimized notch and bility, performance and maintenance duty cycle operations, and reduced of exhaust after treatment devices overall oil consumption. [9]. Tier 3 may require further reductions The authors have also heard in oil consumption while Tier 4 tar reports from the field of excessive Fuel, Lube and Environmental Committee 37 ash deposits forming in the combus tions, conducting numerous bench tion chamber and exhaust systems of and engine tests. Successful candi engines operating in markets where dates may undergo additional evalu traditional high ash (LMOA ation prior to selection of the best Generation 5) lubricants are used candidate for field performance and with ULSD. Similarly, during the approval testing. September 2008 LMOA meeting (Diesel Mechanical Maintenance FORMULATION & LAB TEST Committee), Standish [6] has also DEVELOPMENT reported on excessive ash buildup Optimizing the detergent system causing turbo screen plugging, and was done around a significantly valve failure stemming from the use lower starting BN. Determining an of high ash oils with ULSD under appropriate starting BN was deter light load applications. mined with a number of theoretical equations, including one from ADDITIVE PACKAGE General Electric Transportation DEVELOPMENT System (GETS) that was used to Development and commercializa determine oil life, or time between tion of a new railroad additive pack oil changes. The variables are fresh age requires significant time and oil BN, oil consumption rate, oil resources. All the OEMs have formal sump volume, and fuel burned approval systems in place that (mileage). involve bench tests, engine tests and The mathematical equation is: extensive field tests, all of which BNL - BN0 - 0.35 *S * F*y *OSF must be successfully completed to where, secure approval. The specific BNl= Base Numberdepletionat a process of additive technology and given charge life L new engine oil development is pro prietary for each company. BN0 = BN of the fresh oil Individual additive components are S = Fuel Sulfur content, (% m/m) manufactured and are then formulat F = Specific Fuel consumption, ed into additive packages which (g/kWh) comprise a complicated blend of dis y = percentage conversion of sul - persants, detergents, wear and oxi fur into species neutralized by the dation inhibitors which need to func basicity of the oil tion cohesively in order to prevent OSF = Oil stress factor corrosive attack and wear of critical engine components and keeping pis Where OSF = 1/R * (1 -e (-Rt/V)), tons and rings clean and free of car (kWh/g)[16]and, bonaceous deposits. The develop ment process starts with establishing R = Brake specific fuel consump targets and requirements, screening tion, (g/kWh) new additive technologies, develop t = the oil charge life in hours ing prototype engine oil formula V = oil charge in g/kW 38 Fuel, Lube and Environmental Committee
The dispersancy system of the new which are used for approval include additive package was determined the EMD Silver Corrosion test and with the aid of a proprietary soot dis GE Bronze Friction and GE persancy test which measured the Oxidation test. Laboratory engine ability of an oil to disperse soot and testing includes the EMD 2-Holer keep viscosity increase to a mini and GE Power House endurance test mum. Individual and combinations and the Caterpillar 1MPC engine of dispersants were tested in a matrix test. to evaluate relative performance. The screening work detailed in the With the expected lower oil con previous section led to the develop sumption and subsequent increased ment of a new candidate engine oil residence time in the crankcase, a which passed all the OEM bench more robust dispersant system than and engine test requirements. The that provided by current LMOA new formulation embodied the fol Generation 5 / GE 4 LL was identi lowing characteristics: fied. • Reduced ash content Special consideration was made to o Lower fresh oil BN (TBN = 9) ensure that in lowering the sulfated o Reduced non-VOF ash and BN, no compromise to cur o Reduced PM filter maintenance rent oil drain intervals (184 days) • Advanced dispersant technology would result while increasing oxida o 180 Day maintenance interval tion control to address the higher o Neutralize higher soot loading residence time of the oil in the o Maintain oil filter life crankcase. Improving wear protec • Enhanced oxidation and thermal tion was also taken into considera stability tion due to the expected higher o Addresses increased residence injection pressures resulting in time due to lower oil consumption increased thermal loading on pis • Improved yellow metal wear pro tons, and the need for robust yellow tection metal wear protection. A number of standard and proprietary tests were FIELD APPROVAL TESTING used to evaluate components. As previously discussed, bench and engine tests are important to FINISHED OIL DEVLOPMENT develop and define performance Each OEM has a formal approval characteristics of new additive pack process for engine lubricants. OEMs ages. However, the performance of require that additives be screened in the new technology must be evalu some tests before going into field tri ated in numerous engine types oper als. GETS allows a new candidate oil ating under various conditions in the formulation to be field tested once field. No bench or laboratory granted "Fundamental Approval" engine test can evaluate the per and EMD refers to such a candidate formance of an oil as effectively as as being "Worthy of Full Scale Field actual field service. As such, the Test (WOFSFT)". The bench tests new 9 BN low ash, zinc-free technol- Fuel, Lube and Environmental Committee 39 ogy was rigorously tested in both GE method. The CRC engine sludge rat and EMD engines under severe, real ing showed that the test units were world conditions. very clean throughout the test dura tion and were as clean as or cleaner GENERAL ELECTRIC ENGINE than the reference units. Figures 6a PERFORMANCE and 6b and 7a and 7b provide rep A one year field test was conduct resentative photos of ring belt and ed in cooperation with GE to evalu undercrown deposits for the 9 BN ate the performance of the new gen test oil and the 13 BN reference fleet eration railroad engine oil additive oil, respectively. system. The new additive package, Engine cleanliness was evaluated nominal 9 BN, in a Group I base oil using the CRC engine sludge rating with a constant fixed viscosity index method. The rocker box covers, improver (VII) dosage was field test rocker box and valve gear, crankcase ed in six GE locomotives. Four were cover and crankcase "A" frames designated as test units, and operat were all rated for sludge. The test ed using the test oil while the units exhibited comparable perform remaining two were reference units ance to the reference unit with very and operated on the fleet oil, a 13 little measurable sludge depth. The BN LMOA Generation 5 / GE 4 LL average sludge rating for the tests oil. All units were in excellent oper units was a CRC rating of 9.70 versus ating condition and had been re-built 9.68 for the reference unit, with 10.0 within the previous year. During the designating a part devoid of any course of the one year field test, the measurable sludge. Figures 8a and locomotives were in severe service, 8b compare the rocker box of the averaging 422 megawatt hours per test and reference units, respectively. month while accumulating mileage The piston, liner and rings showed at an average rate of 6,853 miles per very low wear. The liner, ring gaps, month. The locomotives operated ring thickness, and ring weights were on a 92-day inspection schedule and measured and evaluated. The liner the oil was changed at 184 days. wear rates were less than 1 mil per After one year of testing, four pre- 100K miles, indicating good wear measured power assemblies were control. Visual inspection showed removed from each of the test and that all the liners had minimal bore reference units. The piston deposits polishing in the upper ring reversal of the test units using the new 9 BN area and no scoring or scuffing of additive package were comparable the liners occurred. Ring wear was to the reference units using the 13 also minimal and well within GE BN LMOA Generation 5 / GE 4 LL specifications, and near new specifi fleet oil. The average piston deposits cations. for the test units were 142 demerits The used oil for the designated versus 149 demerits for the refer units participating in this test was ence units using the Coordinating analyzed and indicated good per Research Council (CRC) rating formance attributes overall. 40 Fuel, Lube and Environmental Committee
Viscosity increase for both the test LMOA Generation 5 / GE 4 LL tech and reference oils show a slow but nology. positive slope during the time Designated units utilized the test between oil changes and are indica oil and one unit utilized the com tive of superior viscosity control. mercial reference oil while two of Figure 9 summarizes the viscosity the test units were used to evaluate data. The initial test oil viscosity was the silver piston insert bearing as 14.83 cSt at 100oC as an SAE 40 part of the EMD approval protocol. while the fleet reference oil viscosity All units were in excellent condition was 15.88 cSt at 100oC as an SAE as maintained by Class 1 railroad 20W-40. personnel. During the course of one Midway through the second 184- year of testing, the locomotives aver day test interval, three of the units aged 4,189 miles per month and (Test Unit B and D, Reference Unit F) were known to experience very strayed from captured service. severe duty cycles and high During the time the units were off megawatt hours per month utiliza line, no oil samples were taken and tion, as confirmed by the Class 1 rail some cross contamination of lubri road. At the end of the test four cants occurred. power assemblies were removed The BN shows a steady decay rate from each unit. There was negligible and ends up averaging about 6 BN wear to the piston rings and cylinder (3 BN decrease) for the four test liners. Piston deposits were compa units and 8 BN (5 BN decrease) for rable to the reference units and the the two reference units, with all engine sludge levels were noticeably above GE's condemning limit. lower than the reference units. The Figure 10 summarizes the BN data, test oil also demonstrated good base as measured per ASTM D4739. retention, viscosity control, insoluble The insoluble levels in the test and control, and low wear metals reference units were adequately con The total piston deposit levels in trolled and the wear metals were the 9 BN test units were comparable very low. Insolubles were run using to the 17 BN reference units, with the coagulated LMOA (0.45p filtra 289 demerits versus 299, respective tion) procedure; ASTM D7317-07. ly. The average top ring groove fill with the test units was lower than ELECTRO MOTIVE DIESEL the reference unit, averaging 62 ENGINE PERFORMANCE demerits versus 75 demerits. Figures As with the GE field test, a one 11 and 12 highlight the piston year duration test was conducted deposit comparison. with the new generation 9 BN test The CRC sludge ratings revealed oil as an SAE 40 blended in Group II that the test units were very clean base oils with a fixed concentration throughout the year on test having of viscosity improver. The bench very little, if any, sludge depth or mark reference oil was a commer accumulation. The test units were cially available 17 BN SAE 20W-40 cleaner than the reference unit with Fuel, Lube and Environmental Committee 41 the reference unit exhibiting more mechanical or corrosive wear. The sludge depth on the rocker cover, insert bearings only exhibited cylinder head and cam and cou approximately 2% overlay removal, pling. The average CRC rating for and the silver bearings had only the test units was 9.7 versus 8.6 for slight feathering of silver with no sil the reference unit. Figures 13 and ver removed. The thrust washers 14 compare top deck cleanliness had very minimal wear with both the between the new generation 9 BN test and reference bearings being test oil and the 17 BN reference. within the new washer specification. Cylinder liner and piston ring The reference oil shows an initial measurements showed minimal decrease in viscosity due to shearing wear on the units using the new and then low but positive slope dur additive technology with all liners ing the time between oil changes. well under the EMD wear maximum The test oil shows no significant specification. Visual inspection increase or decrease in viscosity showed the liners exhibiting cross- oyer the course of the test. Figure hatch over most of the liner surface 15 summarizes the viscosity data. with no scuffing or scoring of the lin For the reference units the BN ers. There was slight bore polish in data shows a steady decay rate and the top ring reversal area on both ends up averaging about 10 BN. the reference and the test liners. The There are several spikes in the data ring wear measurements were mini which indicate that oil changes were mal with most measurements within performed on both reference units. the new limits. For both liner and Forthe 4 test units, the BN shows an ring wear, the test units performed initial drop at the beginning of the comparable to the reference unit. test and then flattens between 6 BN The new 9 BN additive technology and 8 BN, well above the EMD con was also evaluated for connecting demning limit. Figure 16 summa rod bearing, piston pin, insert bear rizes the BN data. ing, and piston thrust washers wear. Both the reference and test units The bearings and thrust washers exhibit adequate insoluble control, were removed from each unit on test neither rising above 3%. The and all were found to be in good, Inductively Coupled Plasma (ICP) serviceable condition with no spectrometer results for the major mechanical or corrosive wear attrib wear metals iron, lead and copper uted to oil condition. There was remained well below the EMD con only a small, approximately 5%, demning limits. One test unit started amount of overlay removal on the to show a rise in the lead level connecting rod bearings of one test toward the end of the test but this is unit and reference unit, with the likely due to the high incidence of other test units showing no signs of water contamination the unit experi overlay removal. It was determined enced throughout the duration of that this over lay removal was from the test. Nevertheless, the unit manufacturing and not due to remained below the condemning 42 Fuel, Lube and Environmental Committee limit. The reference units show high ance attributes entail: copper levels, with both units being • Improved anti-wear perform directionally higher than the test ance units. One reference unit reached • Advanced dispersant technolo 62 ppm copper at the 210- day mark gy at which point the oil was changed. • Optimized detergency and The copper level immediately started base retention established at 9 to increase again after the oil BN change-out. The other reference • Improved thermal and oxidative unit reached 46 ppm copper at 108 stability days, when the oil was changed. Table 6 delineates the new pro Again, copper immediately started posed Generation engine oil cate to increase reaching 74 ppm. Iron gories for current and forthcoming and lead levels remained in the nor emissions standards. mal range for the duration of testing. Figure 17 and 18 summarizes the ACKNOWLEDGEMENTS ICP copper and lead levels, respec The authors acknowledge the sup tively. port of Chevron Oronite Company LLC and the Fuels, Lubricants and CONCLUSIONS Environmental Committee of the As witnessed in various LMOA LMOA for their support and permis committee meetings and published sion to publish this paper. Most papers in 2008 and from additional importantly, the authors gratefully industry documents and publica thank the guidance and direction of tions in recent times, a fundamental Dennis W. McAndrew of General change in engine oil composition, Electric and of Daniel J. Meyerkord function and performance was of Electro Motive Diesel for guid required to work cohesively with the ance and support during the early fuel and locomotive engine to stages of the development program. ensure optimal performance. The authors would also like to The consumption of LSD and acknowledge the support of Wes ULSD in locomotives operating in Middleton (retired, Chevron Oronite North America has increased sub Co. LLC), past LMOA FL&E commit stantially over the past two years, tee chairman and 2001 MVP, who and now accounts for the majority was instrumental in the field testing of the diesel fuel consumed. To of this new generation locomotive keep pace with this dynamic market, engine oil. Wes retired in June of a new generation additive technolo 2007 after 37 years of service with gy has been formulated to success Chevron Oronite, with 25 of those fully cope with the engine oil lubri dedicated to the advancement of cation requirements and demands of railroad engine lubricants. modern locomotives and to address emerging emissions trends. The pro posed LMOAGeneration 6 perform Fuel, Lube and Environmental Committee 43
REFERENCES Low Sulfur Fuel Showing Excellent 1.GETS Engine Oil Course Performance and Durability with Handouts. Reduced BN Lubricants. SAE Paper 2.Thomas, F.J., Ahluwalla, J.S., No. 06FFL-300. Shamah, E., Medium-Speed Diesel 11. McGeehan, J.A., McNary, J.C., Engineers: Part l-Design Trends and Kahn, M.J., Performance of 1.0% the Use of Residual/Blended Fuels. and 1.45% Ash - SAE 15W-40 Oils ASME paper No. 860/Vol. 106, in On-Highwav Trucks with October 1984. Cummins. Caterpillar, and Mack 3.Swanson, /., EMD Service Advisory Engines. SAE Paper No. 880260. - Ultra Low Sulfur Fuel Position 12. Takeuchi, Y., Hirano, S., Statement 04/07/2006. Kanauchi, M., Ohkubo.,H., 4. Fuel and Lubricants Committee of Nakazato, M., Sutherland, M., van LMOA, History of the LMOA Dam, W., The Impact of Diesel Lubricating Oil Classification System. Engine Lubricants on Deposit Locomotive Maintenance Officers Formation in Diesel Particulate Association, Chicago, 1987. Filters. JSAE Paper No. 20030247, 5.Girshick, F.W., Operational Effects SAE Paper No. 2003-01-1870. of Low Sulfur Diesel Fuel in 13. McGeehan, J.A. et al, Ih£ Locomotives. Locomotive World's First Diesel Engine Oil Maintenance Officers Association, Category for Use With Low-Sulfur Chicago, 2008. Fuel: API CG-4. SAE Paper No. 6.Standish, T. Ultra-low Sulfur Diesel 941939. Fuel: Impact on Locomotive 14. McGeehan, J.A. et al, New Maintenance. Locomotive Diesel Engine Oil Category for 1998: Maintenance Officers Association, API CH-4. SAE Paper No. 981371. Chicago, 2008. 15. McGeehan, J.A. et al, API CI-4: 7. Stewart, T. Exhaust Aftertreatment Diesel Oil Category for Pre-2007 Technologies - Definitions and Engines and New Low Emission Maintenance Requirements. Engines Using Cooled Exhaust Gas Locomotive Maintenance Officers Recirculation and Diesel Particulate Association, Chicago, 2008. Filters. JSAE Paper No. 20077237. 8. EPA website, 16. Barnes, J. et al, Oil Stress http://www.epa.gov/otaq/loco- Investigations in Shell's Medium motv.htm Speed Lfrborfrtory Engine, 9. EPA Publication, Summary and International Council on Analysis of Comments: Control of Combustion Engines, Kyoto, 2004. Emissions of Air Pollution From 17. Logan, M. R., Chevron Oronite Locomotive Engines and Marine Co. LLC Internal Technical Report on Compression Ignition Engines Less Oil Consumption Influence on Than 30L Per Cylinder. EPA 420-R- Lubricant Properties, March, 2001. 08-006, March 2008. 10. Van Dam, W., Narasaki K., Martinez J., Diesel Engines Using 44 Fuel, Lube and Environmental Committee
CONTACT INFORMATION Tom Gallagher Global Railroad Technical Liaison Melanie F. Tobias Chevron Oronite Company LLC Staff Engineer 3050 UNION LAKE RD, 8-F Chevron Oronite Company LLC Commerce Ml, 48382 100 Chevron Way E-mail: [email protected] Richmond CA, 94802 E-mail: [email protected] Joe Timar Technical Team Leader - Industrial Peter Van Slyke Engine Oils Product Development Engineer Chevron Oronite Company LLC Chevron Oronite Company LLC 100 Chevron Way 100 Chevron Way Richmond CA, 94802 Richmond CA, 94802 E-mail: [email protected] E-mail: [email protected]
yo»-« «« r«s- missing. Predict will analyze your oil c| u iclcly and Ideritilfy problems and inefficien cies t>efore thejy cause m a c |-» I n e downtime and put a stop to produc tion. We offer tr-i^ pre-'v^ntati'^r^ oil condition monitoring services you n^ed to l<.eep your equipment run ning leaner, longer. CZ>ur services will protect your eciulp- m^nt, Imprcove asset reliatblllty, maxl- mlze operating profits aancd ^xt^nci oil change Intervals. Used oil analysis — Wea r particle analysis — I^uel &tric& coc»lant testing SO-i- standardized >«VsnrfVl fluid analysis t^sts — Practical solutions Sl-cilled onsit^ analyst ISCZ> 900 1 i^OOO certified and ISO 1 :70;2S:;200S accredited lalooratory
F» « EVE nJT~iVIH IVI t£y^.V5 t-J Ft tr.S. "*rn>vr-s THE ^c^we R! c^> r" PREOIC I. Fuel, Lube and Environmental Committee 45
LMOA Performance Formulation Generatio Year Typical BN Milestones Issues n
1 1940 <7 Straight mineral oils Lost alkalinity, Pb corrosion, bearing failures
2 1964 7 Ashless dispersants, Reduced sludge & improved alkalinity better oil filtration with Ca detergents
3 1968 10 Improved alkalinity Reduced piston ring retention, higher wear dispersant levels, Ca detergents
4 1976 13 Improved alkalinity Increased protection retention with for adverse engine improved detergents & operating conditions dispersants
5/4LL 1989 13/17/18 Improved drain Longer life oils that intervals in low oil meet LMOA consumption engines definitions & requirements
Table 1- LMOA Lubricant Generations 46 Fuel, Lube and Environmental Committee
Non-road Diesel Fuel Standards
Who Covered Fuel 2006 2007 2008
ppm ppm ppm Large Refiners &Importers NON-ROAD
500+ Large Refiners &Importers LOCOMOTIVE &MARINE ppm ppm
500+ 500+ Small Refiners &Other NON-ROAD, Exceptions LOCOMOTIVE &MARINE ppm ppm ppm
Except in California, compliance dates for Non-Road, Locomotive and Marine fuels in the years indicated are: June 1for refiners and importers, August 1downstream from refineries through fuel terminals, October 1for retail outlets, and December 1for in-use. In California, all diesel fuel transitioned to ULSD in 2006. Locomotive and Marine diesel fuels were required to transition to 15 ppm ULSD effective January 1,2007.
Table 2 Fuel, Lube and Environmental Committee 47
(g/bhp-hr)
Standards Apply To Effective Year PM NOx HC
Remanufactured Tier 0 2008 as available - 0.22 7.4* 0.55 &Tler1 2010 required
Remanufactured Tier 2 2008 as available - 0.10 5.5 0.30 2013required
New Tier 3 2012 0.10 5.5 0.30
New Tier 4 2015 0.03 1.3 0.14
Note *: For Tier 0 locomotives originally manufactured without a separate loop intake air cooling system, these standards are 8.0 and 1.00 g/bhp-hr for NOx and HC, respectively
Table 3 - Line Haul & Passenger Locomotive Standards
(g/bhp-hr)
Standards Apply To Effective Year PM NOx HC
Remanufactured Tier 0 2008 as available- 0.26 11.8 2.10 2010required
Remanufactured Tier 1 2008 as available - 0.26 11.0 1.20 2013required
Remanufactured Tier 2 2008 as available - 0.13 8.1 0.60 2013required
New Tier 3 2011 0.10 5.0 0.60
NewT«r4 2015 0.03 1.3 0.14
Table 4 - Switch Locomotive Standards 48 Fuel, Lube and Environmental Committee
Months to \ Oil/Fuel Gallons Turn over Ratio Oil/Month Crankcase i 2.00% 600 0.7 i 1.00% 300 1.3 j 0.50% 150 2.7 ! 0.30% 90 4.4 .„,,.„..._™. —30 ™0.05%™ ™ 267" Assumptions: •'Fud'BuiriecC'GaHc ns/Mo= 30,006 | SumpSze, GaBor 400I
Table 5 - Influence of OU Consumption on Crankcase Oil Volume Turnover
Time, Days
Figure 1 - Effect of Oil Consumption On Insolubles (Oil Consumption As % of Fuel) Fuel, Lube and Environmental Committee 49
Baseline Case: 3 TBN In 180 Days ® 0.3% O/F Ratio 400 Gatton Sump
-0-0.05% -X-0.10% -A-0.20% -0.30% -0.40%
200
Figure 2 - Effect ofO0 Consumption on BN (Oil Consumption as % ofFuel)
30 -i Basefine Case: 16 DIR Oxidation in 180 Days @ 0.3 O/F Ratio 400 Gallon Sump
-0-0.05% -x-0.10% 20% 0.30% 0.40%
200
Figure 3 - Effect ofOQConsumption on Oxidation (OU Consumption as % of FUel 50 Fuel, Lube and Environmental Committee
These cumulative effects on oil stress have gradually increased during the past twenty years, as represented in Figure 4.
Figure 4 - Locomotive Engine OU Stress
it — i I te l « tter 2 * 2DC8 ca TterO" 2012 isrw**
I H t I I 1 f 6 « ? 3 urwHJUJWVgitp-ja-
Figure 5 - EPA Locomotive vs. Heavy-Duty Thick Emissions Regulations Fuel, Lube and Environmental Committee 51
Figure 6A - Test Oil Ring Belt Deposits
Figure 6B - Test Oil Undercrown Deposits 52 Fuel, Lube and Environmental Committee
Fibure 7A - Reference Oil Ring Belt Deposits
Figure 7B - Reference Oil Undercrown Deposits Fuel, Lube and Environmental Committee 53
Fibure 8A - Test Unit Rocker Box
Fibure 8B - Reference Unit Rocker Box Cover 54 Fuel, Lube and Environmental Committee
160 200 260 860 400 460 DaysonTeBt
Figure 9 - GE Viscosity Data
Figure 10 - GE Base Retention Data Fuel, Lube and Environmental Committee 55
Figure 11 - Test Oil Ring Belt Deposits
Figure 12 - Reference Oil Ring Belt Deposits 56 Fuel, Lube and Environmental Committee
Figure 13 - Test Unit Top Deck
Figure 14 - Reference Unit Top Deck Fuel, Lube and Environmental Committee 57
Test Oilw Fleet OiWito GenV Additive Vfecositylnaease Comparison
150 200 250 Day son Teat
Figure 15 - EMD Viscosity Data
Test O! vi Fleet Oi1WithGenV Additive BaseNumberComparison
—i i 1 1— 100 160 200 250 330 350 400 Days an Test
Figure 16 - Base Retention Data 58 Fuel, Lube and Environmental Committee
OLOA 40000 vi Fleet GU WthGen V Additive CopperLevel Comparison
150 200 250 300 350 ""- 3003 Cu levellowers and itay bIo wot when testofl i s EnysonTest replaced
Figure 17 - EMD ICP Copper Data
Test Oil *J FfeetOlWith Gen VAddifive Lead Level
•-RefUmtE -RefUnitF r Teat UnitA (.TestUmtB -M-TestUoitC • »-TestUmtD
EMD BorderEne Limit
Figure 18 - EMD ICP Lead Data Fuel, Lube and Environmental Committee 59
LMOA Performance Formulation Generatio Year Typical BN Milestones Issues n
1 1940 <7 Straight mineral oils Lost alkalinity, Pb corrosion, bearing failures
2 1964 7 Ashless dispersants, Reduced sludge & improved alkalinity better oil filtration with Ca detergents
3 1968 10 Improved akafinity Reduced piston ring retention, higher wear dispersant levels, Ca detergents
4 1976 13 Improved alkalinity Increased protection retention with for adverse engine improved detergents operating conditions & dispersants
5/4LL 1989 13/17/18 Improved drain Longer life oils that intervals in low oil meet LMOA consumption definitions & engines requirements
6 2009 9 Optimized Proper balance of dispersant & alkalinity to fuel detergent system for sulfurwith no LSD & ULSD fuel for compromise to oil low consumption drain life; significant engines reduction in oil sulfated ash
7 2015 ? TBD - based on TBD - based on ? Tier 4 requirements Tier 4 requirements
Table 6 - New Proposed LMOA Generation Engine OU Categories Fuel, Lube and Environmental Committee
THE CLEAN WATER ACT and Pollution Prevention and Control AND HOW IT AFFECTS Plan and Mexico's Ley General de RAILROAD OPERATIONS Equilibrio Ecologico y Protection al Prepared by Ambiente (LGEEPA), which are not Mike Maddox, addressed in this paper but similar in Industrial Specialty content. A 1974 amendment added Chemicals, Inc. SPCC to the U.S. law. In 1977 the law was amended to include how This paper focuses on updates to spillswere to be handled and report Spill Control and Countermeasures ed. It further authorized enforce (SPCC) plans, the implementation of ment capabilities to federal and state recent changes, and your involve governments. In 1987 wetlands and storm water run-off were also includ ment. In addition it includes infor mation on Wastewater Treatment, ed as important concerns; important and Storm Water Pollution because most of America is now Prevention Plans (SWPPP). considered as a protected area. In To begin, SPCC is not new to the 1990 the Oil Pollution Act further railroads but over the past few years regulated the transportation and has gone through quite a few storage of petroleum products to changes. All railroad employees, in prevent water pollution. Finally in addition to training for Mechanical, 2002 the Environmental Protection Electrical, Buildings & Bridges (B&B), Agency (EPA) felt rail, farm and air and Maintenance Of Way (MOW), line regulationswere too laxso it leg receive annual training regarding the islated several more stringent regula SPCC plan. The railroad managers tions on these petroleum users. carry the extra responsibility of Litigation over these changes has enforcement of these programs and pushed the implementation of these in general all railroad personnel hold laws into the near future as clarifica the key to successfully adhering to tion is sought for the proposed these federal laws. Failure to do so changes. Railroad implementation is can lead to civil and/or criminalfines currently scheduled for November for those responsible, as well as 20, 2009. unwanted public relations issues for The railroads have worked toward the railroad. adhering to these new standards The background to this legislation before the law takes effect and have is the federal Clean Water Act of prepared for the changes necessary. 1972 managed by the Environmental The first of these Clean Water Act Protection Agency (EPA). This act regulations to address is the compli federally protects surface and ance of waste treatment facilities. ground waters in the U.S. from pol These facilities are a demonstration lution generated by private industry. of a railroad's ability to meet the EPA Other countries carry similar laws regulations. If a railroad continually such as Canada's Clean Water Act demonstrates unacceptable perform ance against the regulations at facili- Locomotive Maintenance Officers Association 61
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ISO 9001 : 2000 Certified 62 Fuel, Lube and Environmental Committee ties with past documented contami nations it does not instill any confi 2) Larger shops often have full dence within the EPA of how well wastewater treatment facilities. that railroad will respond to an acci These facilities remove contami dental release from either a derail nants from the wastewater ment or a punctured fuel tank. which are typically introduced Waste water collection points vary during the regular maintenance in size and complexity but are criti and washing of equipment. cal points focused on by the govern These treatment facilities can be ment. The following are some points costly to operate and generate to consider based on size. large amounts of waste oil and sludge mixtures that must be 1) Smaller sites and fueling facili disposed of properly. There are ties will normally have an oil- new cleaners and chemicals water separator to remove and that have been or can be intro recover petroleum drippage. duced within the shop to Even with their small size, these improve treatability of the waste facilities cannot be ignored. If water. Segregation of engine oil spillage occurs outside these drains also limits treatment control systems, storm water needs. When these systems can be affected. They have lim have been installed in the shop, ited holding capacity so should training and oversight is needed be maintained to prevent filling to ensure employees and con with sand or fuel. Most states tract employees adhere to prop require monitoring and sam er disposal needs and chemical pling of discharges from these use. Within the treatment areas quickly after rain events to plants waste oil demulsifiers fulfill environmental reporting have made great strides in max requirements. With the thin imizing the amount of sellable ning of staff at railroad facilities waste oil, offsetting overall treat some of the responsibility has ment costs, and sometimes shifted to B&B or MOW depart becoming a profit center. This ments. Local facility personnel also leads to lower total envi should receive training to under ronmental costs and improved stand their responsibilities and environmental impact realiza roles to address any spill event. tion. In addition the time to perform preventative maintenance 3) In locations with over one mil needs to be included in the lion gallons of "hydrocarbon" daily schedules which allow the storage capacity even more facility to recognize their com stringent regulations kick in. pliance to the government regu Monthly inspections must be lations between regulated conducted and personnel have events. to conduct drills on spill Fuel, Lube and Environmental Committee 63
response. This is enough for ers the total cost of the cleanup to most railroads to limit their your railroad. capacity below this threshold. 1) Limiting or minimizing the 4 ) One final waste consideration is affected area at any site is the the proper handling of wastes best way to reduce costs. Much by 3rd party contractors. Years engineering work has taken after a mishandled spill; place since the 2002 regula whether it occurred in a rail tions to direct storm water yard or on a main rail line a rail runoff away from impacted road could be found liable areas and out of required regu because of a previous contrac latory rules. Landscaping tor's mishandling of the railroad around storage tanks and ditch waste. Rapid response is impor es in the yard provide necessary tant, but tracking and follow up secondary containment while are also critical to managing the properly maintaining slopes and activities of contractors. By uti ditches on the line offers the lizing contractors that are most cost effective long term actively involved with the rail practice to divert storm water road's environmental initiatives away. If a spill was to occur in it can help to limit their level of these areas of the line, quick impact at a localized site. Their response will minimize the envi training should better prepare ronmental and legal impact of them to dispose of the wastes an incident collected at a spill site correctly. In addition their education can 2) In known impact areas such as greatly facilitate any future spill sites or fuel pads, not only inquires by state or federal gov best practices need to be fol erning bodies. lowed but also proper collec The next point is the (SWPPP). tion of water and maintenance Most of you have probably had of separator equipment is some landscaping activity in and required. Personnel located at around the yard. This is also due to these sites are the best candi the EPA's new clean water initiatives. dates for monitoring and report Primary isolation is the directing of ing the equipment condition. non-impacted rainwater away from Their assistance to the environ industrial activity and is the best way mental personnel will help keep to handle storm runoff in your yards. a railroad in compliance. Once If you don't have any rain water con trained, non-environmental per tamination, you don't have to handle sonnel from B&B or MOW can it. By engineering your facility to perform simple inspections and divert storm water away, treatment is sampling. Fixed position collec unnecessary. Adding this strategy to tion equipment normally accident and spill sites, further low requires storm water sampling 64 Fuel, Lube and Environmental Committee
within 24 hours of a rain event, important change is the which can be a somewhat diffi reduction of the size of the cult task if the only railroad envi impact area to be permitted ronmental representative is when the location is outside located on the other side of the of a recognized rail yard. state. Previously a project or soil disturbance site under 5 3) Some new requirements of the acres did not necessarily SWPPP plan that have been need a permit. Now the updated in this recent legisla new limit is one acre so tion which build on previous unless there is a paved road requirements already instituted: trackside, it is very easy to go over that one acre limit. 1. Permitting of any impacted Several trucks and a back- area. This can be as inane hoe working off the pave as clearing some trees or fill ment by just 100 yards has ing in a ditch. These activi already impacted enough ties, which previously were ground to require permit largely overlooked can now ting before the work begins. involve notifying the Army This can make any work, Corps of Engineers (COE), because of the needed per as well as the State and mitting time consuming and Federal EPA. The COE has the contractor knowledge stated they willtry to not get of the permit needs is involved, but without the important. Space is a pre proper COE permits addi mium. Limiting traffic to tional fines could be issued and from the job site in a because of alteration of the narrow corridor should min landscape. imize the area impacted by wheel traffic all of which 2. Another new development must be included in the is secondary containment acreage calculations. required for any oil or grease storage container of 4) The final point regarding 55 gallons or greater. This SWPPP is that every State is can be from something as different. Some States have simple as lube grease, approved the use of bacon grease, motor oil or statewide permitting, allow radiator treatment brought ing a quicker response for out to trackside up to large performing necessary isola fuel trucks performing direct tion and cleanup activities. fueling. Other States require individ ual site permits. With the 3. But probably the most movement of railroad per- Fuel, Lube and Environmental Committee 65
sonnel to new locations it is of piping, transfer opera important to insure that this tions, inspection records, information is not being security, lighting, rain water overlooked by incoming logs, training and must be personnel. Additionally, the approved by a Professional training of all employees Engineer (PE). and contractors will help build their understanding of 2. The facility must have sec what's required to help ondary containment for any insure adherence to the potentially impacted area, plan rules. piping, pumps, tanks and A railroad's Spill Prevention drums. All tanks when not Control & Countermeasures (SPCC) in use must have any poten plan is another important point to tial release point locked out cover. Understand that SPCC plans to prevent accidental in general are not of the cookie cut release. The entire facility is ter variety. The railroads of North to be lit and fenced for secu America do not all have the same rity. Spill response equip plan. Each facility that requires a ment is to be on hand and plan must have one that is specific to maintained. Tanks of any that facility. Further, how each rail size are to be tested and road implements and oversees their inspected regularly. SPCC plan will, most likely be differ Records of all activities are ent than how another railroad imple to be kept. ments its plan. The primary purpose of the SPCC 3. Other considerations are; plan is to prevent oil spills into navi petroleum of any kind; gational waters hence the reason hydraulic, vegetable, asphalt why the COE could possibly use the or fuel. Fuel truck delivery Coast Guard to respond on behalf of points or holding fuel cars the responsible parties involved. A on a siding for direct fueling. navigable waterway can be as small What alternate security as a depression in the ground that measures are in place to has 3 inches of water in it for one avoid the need of fencing day every hundred years. The Coast the whole yard? MOW Guard could then become involved activities may need their if a spill is related to a navigable own plan including security. waterway. Work trucks with portable The SPCC plan must include these fuel tanks on the back need items; to be included when in a SPCC covered area. 1. Spill history, spills that could The final concern about any SPCC occur, control measures, plan should be liability. Some rail tank descriptions and maps road facility managers may have 66 Fuel, Lube and Environmental Committee more potentialliability than the envi- ment is everyone's responsibility, ronmental managers. I have been told by railroads and the EPA (unoffi cially) that no one will go to jail or have to dig in their own pockets for fines but these measures are written in the law. Why? Proper training and implementation of the SPCC plan will make everyone's life easier. The final discussion point is that it never happened unless there is ade quate documentation to confirm that it did happen.
1) Inspection records for all sites, tanks and former impacted areas should be maintained at the facility. Copies of the PE's credentials and approvals should be kept. State approvals and permits should be kept at the site and certainly afterward. All training records should be kept in detail as well as all dis posal documentation.
2) Waste water treatment records and waste disposal records should be maintained as well as all operator certification. Any railroad activity requiring a SWPPP plan and/or permits should be kept. With a firm understanding of why these procedures are needed and how personnel activities affect them, a railroad can avoid unnecessary costs and possibly reduce spending on environmental requirements. Environmental personnel and the emergency response center will han dle most of the training and docu mentation, but know your part, and do your part because the environ- Locomotive Maintenance Officers Association 67
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LOCOMOTIVE TESTING OF ance of an automatic self-cleaning fil AN AUTOMATIC SELF-CLEANING ter and two centrifuges on a loco LUBE OIL FILTER & CENTRIFUGES motive utilized in general freight Prepared by service. Don Mattey, Key Account &Rail Manager, EQUIPMENT Alfa Laval, Inc. The equipment used for this test and consisted of the following: Leighton Haley, • One 1991 EMD GP60 locomo Chief Chemist, tive last overhauled in Norfolk Southern Corporation November 2005 • One Alfa Laval T-280-30-A03 INTRODUCTION Moatti automatic self-cleaning The locomotive industry has his filter torically used paper cartridge filters • Two Mann & Hummel 600 cen for lube oil filtration that must be trifuges stocked, handled, and disposed of at • One OCV 108-2 pressure con each servicing location. Increasing trol valve environmental concerns and initia tives to reduce cost are driving the OPERATION industry to consider alternative tech The primary difference between a nologies. A September 2007 LMOA paper cartridge filter and an auto paper described how the combina matic self-cleaning filter is a paper tion of an automatic self-cleaning cartridge traps particles on and with lube oil filter and centrifuge increas in the layers of the filtration medium es oil quality and life, reduces engine until clogged, upon which time it has wear, and lowers operating costs [1]. to be replaced. The automatic self- The data presented showed this cleaning filter collects particles on combined technology had been the filter medium surface so they can proven in other areas such as marine be easily removed as the filter is and stationary as well as in mining cleaned. This has several benefits applications. The presentation also including the fact that cartridges no noted automatic self-cleaning filters longer have to be purchased, are used on locomotives in other changed, or disposed of which helps countries but they, nor the com reduce environmental waste. bined system with a centrifuge, have The automatic self-cleaning filter ever been tested on a locomotive in and centrifuge typically work togeth the USA. However, in September er as shown in Figure 1 and detailed 2007 plans were already underway as follows. with an eastern US railway to pro As 100% of the engine oil flow vide proof of concept of the com enters the automatic self-cleaning fil bined technology on an EMD GP60 ter, it passes through a strainer to locomotive. This paper details the catch any large debris that may be in operation, installation, and perform the oil. The oil then enters a distrib- Fuel, Lube and Environmental Committee utor where it flows along the length due to gravity of the filter through a series of wire d is the diameter of the particle mesh elements. While approximate pp is the density ofthe particle ly 97% of the oil continues to the Pl is the density of the liquid engine for lubrication, about 3% is ti is the viscosity of the liquid used to continuously clean the wire 9 is the acceleration due to gravity = mesh elements in a back-flushing co2r. mode. The self-cleaning operation is controlled by a hydraulic motor Although the centrifuge is highly which rotates the distributor in a step efficient, it will not remove lubricat wise fashion to automatically back- ing oil additives. The additives are flush the screen mesh. This process typically sub-micron in size and is continuous and will completely become miscible with the oil. back-flush the entire filter system Centrifugal force only increases every two to three minutes. gravity so if additives are not sepa The back-flushed stream from the rated over time by natural decanta- filter sends the concentrated parti tion then a centrifuge will not impact cles directly to the centrifuge which them either. spins up to 3,900 RPM generating The particles removed by the filter extremely high centrifugal forces. At are then separated by the centrifuge this high rotational speed, the high and trapped within the centrifuge density particles are separated from forming a "cake" of compacted the lubricating oil and collect on the solids. Should the centrifuge inside of the centrifuge housing. The become clogged, the filter operates low density polished lube oil is then in a normal manner and the cap allowed to drain to the engine oil tured particles are simply returned to sump. the sump (there is no impact on the Separation efficiency in the cen engine). The engine is still supplied trifuge is governed by Stoke's Law with 100% filtered oil from the auto which states the greater the density matic self-cleaning filter. of the particle relative to the density of the fluid, the greater the efficien INSTALLATION cy. However, other parameters have When retrofitting and testing the a positive effect on separation effi combined automatic self-cleaning fil ciency including a large particle size, ter and centrifuge on a locomotive, a a high gravitational force, and a low number of factors needed to be con viscosity as shown in the following sidered including the type of auto formula. matic self-cleaning lube oil filter to use, the overall envelope of the sys tem, the orientation of the filter, how many centrifuges should be used (if any), and the angle and diameter of the drain pipe. V being the sedimentation velocity 70 Fuel, Lube and Environmental Committee
The type of automatic self-clean lations a simple diaphragm can be ing filter used depends on the lube used instead of the pressure regulat oil flow rate to the engine. Since ing valve to increase the pressure in locomotives are used throughout the the filter system if necessary. world in hot and cold climates, cold The automatic self-cleaning filter temperature starts with increased oil can be mounted vertically, horizon pressures had to be considered for tally, or at any angle in-between. this application. Therefore, this test There are some limitations on the utilized an automatic self-cleaning orientation of these filters but none lube oil filter with a maximum flow of those came into play with this rate of 450 gallons per minute (gpm) application or test. It was quickly and a screen mesh size of 25 micron decided to mount the automatic self- absolute, 10 micron nominal. The cleaning filter horizontally with a automatic self-cleaning filter also slight upward angle (about 15° off includes an internal pressure safety horizontal) to create enough room bypass. Ifthe differentialoil pressure for the installation and also allow increases over 2 bar (29 psi), the proper drainage and easier access to bypass opens to minimize the pres the filter for maintenance during sure throughout the filter system. engine overhaul. The installation of The bypassed oil continues through the automatic self-cleaning filter with an 80 micron absolute safety mesh attached pressure regulating valve is so the engine is still protected from shown in Figure 2. Note the dark cir larger particles. This bypass also pro cle on the wall behind the filter tects the filter elements from being where the previous paper cartridge damaged by abnormally high pres canister was installed. sures. Once the lube oil warms and The automatic self-cleaning filter is the viscosity decreases, the bypass often used without the addition of a closes and the automatic self-clean centrifuge, however, that requires ing filter operates normally. either returning the removed oil par Due to its smaller size, the auto ticles back to the engine sump or, as matic self-cleaning filter did not have is usually the case, an automatic any problem fitting in the same enve drain to a separate collection tank. lope as the existing paper filter can Although this method protects the ister. However, due to the low pres engine just as well, a secondary tank sure oil flow to the EMD locomotive is required and creates potential oil engine, a pressure regulating valve loss and waste and adds space to the was used at the filter outlet to locomotive installation. The most increase the pressure within the optimized and efficient system is to automatic self-cleaning filter so the use the automatic self-cleaning filter back-flushing and centrifuge systems with a centrifuge which cleans the would work properly. The addition oil to a very fine filtration level. of this valve added size to the filter Because of this, it was determined system which had to be considered this combined system should be for the installation. For future instal used. The resulting flow diagram is Fuel, Lube and Environmental Committee 71 shown in Figure 3. motive with the same lube oil addi When using a centrifuge in con tive package and base stocks that junction with the automatic self- were used with the paper cartridge cleaning filter, routine servicing is filter. The locomotive was released limited to just the centrifuge. What back into service and monitoring of was unknown about the locomotive this real world application began. application was just how much soot Although not the perfect installation, would be removed from the oil and it was sufficient for proof of concept how quickly that would fill the cen However, due to the concern about trifuge. Based on prior experience the pipe run installation verses what with testing on a stationary GE was calculated to be required, the engine of similar size, the decision decision was made to monitor the was made to move forward with two centrifuges every three months centrifuges with the capacity of six (instead of six) to ensure they were liters each. If after six months oper working properly. During normal ation it was determined that only servicing of the locomotive, oil was one centrifuge was required, the sec periodically added as required, as is ond centrifuge would be shut off standard practice with EMD locomo and/or removed. tives and as was done when the The next and probably greatest paper cartridge filters were used. hurdle of this installation was proper draining of the two centrifuges back MAINTENANCE to the engine sump. The center line December 2007 brought the first of the two centrifuges to the sump servicing of the centrifuges. Since was over nine feet. Since the cen this was a new installation and none trifuges are gravity drained, the pipe of the mechanics were experienced length, diameter, and angle all had to at servicing the centrifuges, just over be considered. If the pipe was too an hour was required. Servicing of a small or the angle was not great centrifuge simply involves removing enough, the oil may not drain prop the cover, draining and removing the erly and could flood the centrifuges bowl from the spindle, opening the causing them to reduce speed and bowl, removing the particulate efficiency or stop functioning all "cake" or sludge, and reassembling. together. These factors were consid Approximately three pounds of ered and instructions were provided sludge was removed per centrifuge to eliminate these piping concerns. for a total of six pounds for the first Unfortunately the instructions were three months with the new oil. not followed and the installation The next servicing took place in yielded a smaller pipe inner diameter March 2008 and although different than desired (with half inch pipe mechanics were assigned to the task, walls) and the pipe angle was less the lessons learned from the prior than half of the requirement (Figure servicing were applied and the total 4). time required dropped to 45 min The oil was changed on the loco utes. Since the locomotive had been 72 Fuel, Lube and Environmental Committee sitting for over 24 hours the cen In order to increase the rotational trifuges were very cold which speed of the centrifuges, the pres increased the difficulty of removing sure regulating valve was adjusted the sludge. Approximately two from the factory preset of 60 psi to pounds of sludge was removed per almost 85 psi. Measuring the speed centrifuge for a total of four pounds of the centrifuges again at an oil tem for the second three months of use perature of 195° F showed an (a grand total of 10 pounds over six increase to 3,650 RPM. This boost months). The decreased amount of in RPM was calculated to increase sludge removed from the first to sec the gravitational force by 30%, there ond servicing brought concern by increasing efficiency based on about proper draining and function the equations found in Figure 5. ing of the centrifuges. The next servicing was in September The third servicing was in June 2008. The decision was made to 2008 and provided the opportunity service only one of the centrifuges to check the efficiency of the cen so the service interval could start to trifuges. Servicing of the centrifuges increase to the originally desired six was completed first, taking about 45 months. Servicing of the one cen minutes due to a full and complete trifuge took only about 20 minutes solvent cleaning of the bowls. which meant every servicing since Approximately 3.5 pounds of sludge the start of the test took less and less was removed per centrifuge for a time as more experience was total of seven pounds (a grand total gained. The sludge removal from of 17 pounds over nine months). this single centrifuge was positive as This was the most sludge removed to well yielding 4.75 pounds. date and an indication the cen The September servicing was the trifuges may be functioning properly. last to be performed during this test Once reassembled, the locomotive period. Locomotive auxiliary gener was started, the oil temperature ator and turbocharger problems brought up to 190° F, and a unrelated to this installation and test tachometer used to determine the caused the locomotive to be rotational speed of the centrifuges. shopped for most of the remainder What the tachometer indicated, of 2008. However, since repairs however, was the centrifuges were have been made testing continues rotating at 3,200 RPM which was with the automatic self-cleaning filter lower than expected. The tachome and centrifuges for further studies. ter was then placed on other parts of the locomotive to verify the cen TEST RESULTS trifuge readings were not simply All testing utilized a single loco caused by locomotive vibration. motive although oil and locomotive Although this centrifuge speed was starting cleanliness conditions did not ideal, it did show the system was vary between tests. Data collection not flooding, at least not initially for the paper cartridge began imme after startup. diately after engine overhaul while Fuel, Lube and Environmental Committee 73 data collection for the automatic ic self-cleaning filter and centrifuge self-cleaning filter and centrifuges results were after a normal oil began two years later. The oil was change. However, later results changed during installation to pro brought into question the return pip mote similar starting oil conditions ing from the centrifuges to the for each test. Analytical results for engine sump and brought doubt the oxidation, soot and sulfate were col centrifuges were functioning at max lected on a Perkin-Elmer Spectrum imum efficiency. The soot levels One Oil Express FTIR using JOAP started leveling off around 200 days software, metal values were meas and began improving against the ured on a Spectro, Inc. Spectroil M paper cartridge data. Approximately and viscosity measurements were 270 days into the test the rotational determined on an ISL Automatic speed of the centrifuges was HouillonVHI Viscometer. increased and the results improved Sufficient data was collected dur even more as shown in Figure 6. ing the first operational year of the Based on this data, 184 day cen automatic self-cleaning filter and trifuge service intervals are also pos centrifuges to compare the perform sible. ance against the paper cartridge The viscosity levels of the auto data previously collected. Oil sam matic self-cleaning filter and cen ples were taken from a sample drain trifuges verses the paper cartridges valve located after the automatic seem to mirror each other (see self-cleaning filter which was right Figure 7). However, closer examina before the engine. Sampling fre tion shows that throughout the test quency was scheduled for 15 day period the viscosity range for the intervals but in reality was less fre paper cartridges increased from 15.3 quent as was the case with the paper cSt to 16.2 cSt, a change of 0.9 cSt cartridge filter sampling. Regardless, (a 5.9% increase). The automatic the data obtained was adequate to self-cleaning filter and centrifuges, allow for trend lines to be formed for however, shows a trending increase each product tested. When the test from 14.9 cSt to 15.2 cSt, a change data for the automatic self-cleaning of only 0.4 cSt (a 2.7% increase). filter and centrifuges was compared This clearly shows a more stable vis to the paper cartridge results, cosity and aids in longer oil life by improved levels of oxidation, soot, continually removing the soot as sulfate, viscosity, and wear metals indicated in Figure 5. It should be were observed. noted that no "day zero" viscosity Soot levels in the lube oil initially data was available for either test and appeared to be the same or even the first sample dates are different somewhat higher with the automatic (14 days for the paper cartridge and self-cleaning filter and centrifuges. 21 for the automatic self-cleaning fil These results were not totally surpris ter and centrifuges). This, combined ing since the initial paper filter data with the fact that new oil viscosity was after overhaul and the automat can vary, helps explain the 0.4 cSt 74 Fuel, Lube and Environmental Committee starting difference in the data. paper cartridge as shown in Figure When larger oxidation particles 10. Again, it appears levels were are removed from the lube oil the reduced after the centrifuges were oxidation number should stabilize. optimized. Conversely, higher oxidation num bers indicate degraded oil and a WASTE DISPOSAL potential for increased wear metals Since this test was performed on a in the oil which, in turn, reduces oil 1991 EMD GP60 locomotive and life as well as the life of the engine. wear metals, such as lead, tend to As the power trend lines show in run higher on older locomotives, Figure 8, oxidation levels remained there was some concern regarding relatively stable with the automatic the nature of the cake removed from self-cleaning filter and centrifuges the centrifuge. To characterize this and were an improvement verses the material for disposal purposes, a paper cartridges. After the cen Toxicity Characteristic Leaching trifuge RPM was increased around Procedure (TCLP) for metals, day 270, the data indicates a poten volatiles, and semi-volatiles was per tial for even lower oxidation levels formed and all levels were within that should be confirmed as testing acceptable limits with the only continues. exception being lead. Based on this Studies show increased levels of result, the waste would have to be iron correspond to increased wear classified as hazardous for disposal rates and, therefore, reduced fuel purposes. However, information economy, engine life, and even emis received from other industries sions profiles [2,3,4]. Figure 9 shows including mining, marine, and sta not only an overall reduction of iron tionary show that disposal is not an in the locomotive's lube oil using the issue; the sludge cake is simply dis automatic self-cleaning filter and carded in the same manner as any centrifuges but also a significant spent paper cartridge filters. Given reduction past the 270 day period the fact that only one sample of when the centrifuges were opti sludge cake was analyzed from this mized. older locomotive and given the dif Finally, another lube oil degra ferences between locomotive and dation indicator is the sulfate levels engine types, ages, and servicing, in the oil. Although the initial level additional testing should be per for the automatic self-cleaning filter formed in order to determine a prop and centrifuge was slightly higher er disposal method for the locomo than for the paper cartridge, the lev tive industry. els dropped in comparison rather quickly and stabilized in a much CONCLUSIONS smaller range. The automatic self- Based on these test results from cleaning filter and centrifuge this one locomotive, the automatic increased 17.6% with one anomaly self-cleaning filter and centrifuge verses an increase of 100% for the combination protects the engine at Fuel, Lube and Environmental Committee 75 least as well if not better than con 2. Brian Schwandt, Barry Verdegan, ventional paper cartridge filters. and Christopher Holm, Steven That being said, questions about the Kelly, Michael Bohmann, and disposal of the sludge cake remain David Harvey, "Optimizing and retrofit costs may push this tech Lubricating Oil Filtration Systems nology toward new installations. for Diesel Engines." SAE #930017, Initial maintenance time was exces March 1993 sive but was reduced significantly 3. Marty Barris, Donaldson with proper tools and training. Company, Inc., "Total Filtration: Additional testing will confirm if two The Influence of Filter Selection on centrifuges are required or if only Engine Wear, Emissions, and one will suffice. Performance," SAE #952557, Testing continues on the EMD October 1995 GP60 locomotive with the cen 4. Gordon Jones, AlliedSignal Filters trifuges at optimized speeds and and Sparkplug Division and John testing on additional locomotives is Eleftherakis, Fluid Technologies, being discussed in order to increase Inc., "Correlating Engine Wear the sample size and further verify With Filter Multipass Testing," SAE these results. #952555, October 1995
ACKNOWLEDGEMENTS CONTACT INFORMATION The authors wish to thank Norfolk For more information on the prod Southern for volunteering their time, ucts, procedures, or results in this resources, and locomotive for testing paper, please contact: this product, for analyzing the result ing data, and for being a leader in Don Mattey exploring new technologies for the Alfa Laval Inc. locomotive industry. 990 North Buhl Farm Drive The authors also thank Alfa Laval Hermitage, PA 16148 Inc. for contributing the automatic Office: (724)342-5818 self-cleaning lube oil filter and cen trifuges for this test and for assisting Leighton Haley with servicing of the locomotive. Norfolk Southern Corporation Finally, the authors would also like 34 Scruggs Street to thank the members of LMOA's Chattanooga, TN 37403 Fuel, Lube and Environmental Office: (423)697-1009 Committee for their review and input to this paper.
REFERENCES I.Don Mattey, Alfa Laval Inc., "Automatic Self-Cleaning Lube Oil Filters and Centrifuges," LMOA, September 2007 76 Fuel, Lube and Environmental Committee
Filter Outlet Fitter Inlet
Return to sump
Figure 1 - Automatic Self-Cleaning Filter Combined with Centrifuge
Figure 2 - The Automatic Self-CleaningFilter with Attached Pressure Regulating Valve Installed on an EMD GP60 Locomotive Fuel, Lube and Environmental Committee 77
Automatic self- cleaning filter
To engine From lube oil pump Li-
Centrifuges Return from <® <§. hydraulic motor 7£ 7^
J LO sump t
Figure 3 - Flow Diagram of the Automatic Self-Cleamng Filter and Centrifuges
Figure 4 - Two Centrifuges at Six Liters Each Plus Parts of the Gravity Drain Piping to the Engine Sump 78 Fuel, Lube and Environmental Committee
For centripetal acceleration: a =
Figure 5 - Higher RPM Impact on Centrifugal Force
Soot
CentrifiigeRPM increased 80 n 70 I 50 E 40 30 -S 20 10
14 38 72 84 108 148 174 195 212 232 255 262 288 319 337 354 373 Days Since Oil Change ♦ Automatic Self-Cleaning Filter • Paper Cartridge
Figure 6 - Comparison ofSoot Levels. Note the Increase in the Centrifuge RPM Around Day 270 Fuel, Lube and Environmental Committee 79
Viscosity
16.5
16.0
15.5
15.0
14.5 ~i—i—i—i—i—i—i—i—i—i—i—r—i—i—i—i—i—i—i—i—i—i—i—i—r 14 38 72 84 108 148 174 195 212 232 255 262 288 319 337 354 373 Days Since Oil Change * AutomaticSelf-Cleaning Filter • PaperCartridge
Figure 7 - Viscosity Power Trend Lines with the Automatic Self-Cleaning Filter and Paper Cartridges
Oxidation
WE 14.5 "§ 13.5 £ 12.5 Jj 11.5 i 10.5 '**' •• « 1* 1 95 1 8'5 5 7.5 2: 200 250 Days Since Oil Change » AutomaticSef-Cteaning Filer • Paper Cartridge
Figure 8 - Oxidation Level Comparison 80 Fuel, Lube and Environmental Committee
Iron
CentrifugeRPM increased 45 -i • • ! E 40 • ♦ • "^—^-H ^ OO _•. , • ^s ou - " ^7 v ♦ 3 25 - u O 20 - M « . "—^-^ O • ^r* w ^ c 10 # S in - ^* JS iu ^ 5 i i i 1 1 i i i i 50 100 150 200 250 300 350 400 Days Since Oil Change
♦ Automatic Self-Cleaning Rtter • Paper Cartridge
Figure 9 - Significant Decrease in Iron with the Automatic Self-Cleaning Filter and Centrifuges
Sulfate
31
• •• 26 3~ -<*—
z £ 21
CO 16
11 -i—i—i—i—i—i—i—r 14 38 72 84 99 108 148 174 195 212 232 255 262 288 319 337 354 373 Days Since Oil Change *Automatic Self-Cleaning Fitter - PaperCartridge
Figure 10 - Comparison ofSulfate in the Lube Oil New Technologies Committee 81
REPORT OF THE COMMITTEE ON NEW TECHNOLOGIES
THURSDAY, SEPTEMBER 17, 2009 1:15 P.M.
Chairman JIM CHRISTOFF Business Mgr.-Traction Segment Morgan AM&T/National Cicero, NY
Vice Chairman RICH DALTON Virginia Railway Express
COMMITTEE MEMBERS
D. Brabb Director-Bus. Develop. Sharma Associates Countryside, IL B. Kehe Senior Mech. Supvr. CNRR Gary, IN T. Mack President/CEO AHL-Tech Milford, OH A. Miller President Vehicle Projects LLC Golden, Co C. Nordhues National Sales Exec. RJ Corman Railpower Erie, PA C. Prudian Senior Systems Engineer Electro Motive Diesels LaGrange, IL C. Riley Marketing Director Cummins, Inc. Columbus, IN D. Sweatt Elect. Systems Engineer CSX Transportation Jacksonville, FL T. Volkmann Dir.-Mech. Engrg. Union Pacific RR Omaha, NE J. Whitmer Loco. Rel. Specialist CNRR Homewood, IL B. Wolff MTU Detroit Diesel Detroit, Ml
Note: Bruce Kehe and Tad Volkmann are Past Presidents of LMOA 82 New Technologies Committee
PERSONAL HISTORY Jim Christoff Business Manager, Traction Segment Morgan AM&T/National Cicero, NY
Jim who was raised in Western years. From 1989 thru 2001 he Pennsylvania now finds himself liv handled the East Coast Transit, ing in Cicero, NY. His 25 plus years Industrial, and Consumer Business. in the carbon business have given In 2002 he started working exclu him a broad knowledge of DC sively on Transit, Traction business rotating equipment and an under and in 2005 he was promoted to standing of the operating condi Business Manager of Traction in tions and environments that are the Americas. present in railroad freight and pas Jim and his wife Diane have 2 senger service. children and 2 grandchildren. Jim has worked for Morgan When work is done they enjoy Crucible pic (parent company of boating, golfing, and visiting their Morgan AM&T/National) for 20 children. New Technologies Committee 83
THE NEW TECHNOLOGIES COMMITTEE WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO TRANSPORTATION TECHNOLOGY CENTER IN PUEBLO, COLORADO FOR HOSTING THEIR COMMITTEE MEETING IN NOVEMBER 2008
SPECIAL THANKS TO ED GROVES AND ALAN POLIVKA OF TTCI FOR HOSTING THE MEETING
ALSO THANKS TO RICH DALTON AND WABTEC/MPI FOR HOSTING THE DINNER IN DENVER 84 New Technologies Committee
ETHANOL-ELECTRIC United States Environmental HYBRID LOCOMOTIVES Protection Agency (EPA) refused to Preparedby take a formal stand on the regulation Tom Mack, of GHG. Alternative Hybrid All of that has changed in 2009. Locomotive Tech Under the new administration of President Barack Obama, the US Although railroads have long been EPA announced that regulation of considered one of the most fuel effi GHG would be one of its top three cient and lowest emissions forms of priorities. Nevertheless, it was some transportation, railroads have never what stunning to many in the trans been more impacted by emissions portation industry when the EPA regulations than in the 21st century. made a formal statement in April The enactment of Tier 2 emissions 2009 calling carbon dioxide emis standards in 2005 required major sions a "significant human health locomotive manufacturers to devel hazard." These statements and the op new engines and engine tech current EPA position on GHG make nologies and redesign the locomo it clear that regulation of GHG emis tive offerings in order to meet signif sions will soon affect all industries in icant NOx and PM reduction the United States, including the requirements. EPA Tier 4 require transportation sector. Regardless of ments, that take effect in 2015, will the increased fuel efficiency and require the addition of diesel partic lower emissions found in today's Tier ulate filters (DPF), selective catalytic 2 locomotives, GHG reduction will reduction (SCR), or other new tech become a requirement for U.S. rail nologies to reduce NOx and PM to roads, and no doubt Canadian rail levels considered almost impossible roads as well. a few years ago. In order to meet upcoming GHG In 2009 a new emissions require reduction requirements, as well as a ment was introduced, although not growing desire by the U.S. to reduce totally unexpected. This emissions its dependency on foreign oil, rail requirement had to do with roads need to be exploring alterna Greenhouse Gasses (GHG). tive technologies now so as to make Although many countries had previ wise decisions to deal with GHG ously taken a formal stand that GHG reduction and lessen dependency emissions, especially carbon dioxide on fossil fuels. This means taking a produced from burning fossil fuel, serious look at renewable fuels. were detrimental to the environ These renewable fuels are produced ment, a significant cause of global from biomass, such as corn and climate change, and in need of regu sugar cane (ethanol), and various lation, the United States had no for vegetable oils such as soy oil, palm mal policy on the issue. In fact, oil, canola (rapeseed) oil, etc. under the administration of (biodiesel). President George W. Bush, the New Technologies Committee 85
The move toward GHG reduction matter of energy security and inde and reduced dependency on fossil pendence. The massive fuel cost fuel is a two-edged sword for today's spikes of 2008 are a clear indicator railroads. On the one hand, due to of the effects that dependence on the high efficiency of rail transporta foreign oil can have on the North tion, it makes sense to move more American economy. Although fuel goods and passengers by rail, thus was always available, the run up of benefiting from reducing the num the cost of crude oil to almost $150 ber of high polluting cars and trucks a barrel brought about unheard of from the nation's highway system. prices for transportation fuel (diesel This will mean a growth in business and gasoline) at the pump. Although for railroads as freight (and passen some percentage of these high costs gers) move to more fuel efficient could be passed on to the shipper in modes of transportation. the form of fuel surcharges, there is On the other hand, GHG reduc no doubt that these high fuel costs tion cannot be achieved through ate into railroad profits. Even with advances in fuel efficiency alone. some shippers switching to rail over Many proposed carbon reduction trucks, the additional business for plans use the concept of "additional the railroads came at a high price. ly" to measure GHG reduction. What concerns many railroads now These proposals look to the adop is that the next round of higher fuel tion of additional technologies to costs could be accompanied by reduce GHG reduction beyond reduced supply. This would be what the standard or currently avail absolutely disastrous to the econo able technology provides. In other my. words, if the standard locomotive The only way to reduce these offerings already provide a 10% potential fuel shortages is to look to increase in fuel economy (and thus a domestically produced fuel. This decrease in overall emissions), "addi- means taking advantage of the bil tionality" says that there is no "penal lions of gallons of biofuels produced ty" for adopting these technologies, domestically in the U.S. and Canada. thus there is no credit given for GHG Under the U.S. Renewable Fuel reduction. If there is a technology Standard (RFS), the production of available that could reduce GHG biofuels is expected to increase to even further, but it comes at a cost some 35 billion gallons of fuel per to the adopter, then this is going the year. Sufficient quantities to supply a "additional" mile, and these tech large portion of the North American nologies would be eligible for subsi railroads fuel requirements. By keep dies, such as carbon credits, to offset ing the proceeds from the sale and the additional cost of the technolo production of these fuels in the local gy. economies, there is a cyclical effect In addition to the environmental that can also benefit the railroads, benefits of GHG reduction through since local money means increased the adoption of biofuels, there is the purchase of goods, many of which 86 New Technologies Committee ship by rail. diesel vehicles." The most commonly produced BIOFUEL TYPES biofuel in the United States is Over the years, multiple types of ethanol, also called ethyl alcohol, or biofuels have been used by the trans grain ethanol, because the most portation industry. In its early years common feedstock in the U.S. used the railroad industry was a large user to produce ethanol is corn (wheat, of biofuels. Locomotives were fueled barley, and other grains can also be by wood, a renewable biofuel. used as feedstock for ethanol pro (Today, wood used directly as fuel is duction). Ethanol is a "two-chain" more commonly referred to as bio- alcohol, meaning it contains two mass, to differentiate it from liquid CH2 carbon chains (methanol con biofuels.) Over the years, wood gave tains only one CH2 carbon chain, way to coal and oil, both considered hence it has a lower BTU content). non-renewable fossil fuels. U.S. ethanol plants have the capaci Today, the most commonly pro ty to produce over 12 billion gallons duced and used biofuels are a year of ethanol. Although corn biodiesel and ethanol. Other alcohol continues to be the feedstock of fuels such as methanol were also choice, new plants are being built in heavily experimented with in the the United States that use sugar 20th century. Methanol however, cane, waste sugar, municipal solid had many negative qualities, includ waste (MSW), wood chips, waste ing a low BTU content and high cor- paper and other "cellulosic" feed rosiveness which affected fuel sys stocks. These "cellulosic" ethanol tems and engines. plants will produce ethanol with the At first glance, the logical choice greatest GHG reduction potential, of biofuels for a locomotive would some estimates stating that GHG be biodiesel. According to reduction will be over 90%. Wikipedia: "Biodiesel refers to a In the future, there are other bio non-petroleum-based diesel fuel fuels that hold promise as well. consisting of long-chain alkyl Unfortunately, these biofuels are cur (methyl, propyl, or ethyl) esters. rently produced in very low quanti Biodiesel is typically made by chem ties, and it is doubtful that all these ically-reacting lipids (e.g., vegetable fuels will become economically oil, animal fat (tallow)) and alcohol. It viable. Among these fuels holding can be used (alone, or blended with promise are: conventional petrodiesel) in unmod ified diesel-engine vehicles. Biodiesel 1. Renewable diesel and gasoline is distinguished from the straight veg - fuels having virtually the same etable oil (SVO) (sometimes referred chemical and combustion prop to as "waste vegetable oil", "WVO", erties as current diesel and "used vegetable oil", "UVO", "pure gasoline, but produced from plant oil", "PPO") used (alone, or biomass feedstocks, and thus blended) as fuels in some converted renewable. These fuels could be Locomotive Maintenance Officers Association 87
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used in existing engines with no need to be denatured before change to the engine itself, being shipped for fuel use. engine fuel system, or fuel deliv ery infrastructure (pipelines, fil 3. Alcohol Mixes - Alcohol fuels, ing stations, etc.). like any fuel, have trade-offs. For example, while biobutanol has 2. Biobutanol - Biobutanol is a a higher BTU content than four CH2 carbon chain alcohol. ethanol, it also has a lower It is currently produced in quan octane rating than ethanol. tity from petroleum, but new Hence, it cannot be combusted biological technologies are pro at the higher compression ratios ducing butanol from corn and of ethanol (and higher compres wood chips using microbes sion equals higher efficiency). (similar to the yeast that pro But alcohol fuels such as duces ethanol from grain). ethanol and biobutanol can be Because the butanol is pro easily mixed to form a "hybrid" duced from biological feedstock fuel. This would result in a fuel instead of petroleum, it is com have the best characteristics of monly called biobutanol to dif each fuel (the higher BTU con ferentiate it from standard tent of biobutanol and the high petroleum based butanol. er octane rating of ethanol). The Biobutanol has a higher BTU mix ratios of the alcohols could content than ethanol due to the be varied, with higher biobu two additional CH2 carbon tanol blends introduced over chains (114,000BTU for biobu time as more becomes avail tanol vs. 78,000BTU for able. This would provide for a ethanol). Because of this higher very gradual and controlled BTU content (comparable to introduction of higher BTUalco gasoline), biobutanol would hol fuels with no need to have distinct advantages over change infrastructure or ethanol for range and horse upgrade existing ethanol-fueled power per gallon. It can also be locomotives. Since these fuels shipped through existing could be mixed at the alcohol pipelines due to the fact it does plant (in fact, a single plant not attract moisture and con could potentially produce both taminants like ethanol. Because ethanol and biobutanol from biobutanol is an alcohol fuel, the same feedstock) there the transition from ethanol to would be no need for an inter biobutanol would be fairly mediate blender. And since straightforward, without major biobutanol is a natural denatu- changes to infrastructure or rant, the alcohol mix would not engine systems. Unlike ethanol, require a gasoline denaturant. biobutanol is not a human con sumable. Hence, it does not New Technologies Committee 89
Use of any fuel (petroleum or bio So the use of biodiesel will not do fuel), however, is not without pros away with the need for Selective and cons. So too, biodiesel and Catalytic Reduction (SCR) or Diesel ethanol both have pros and cons. Particulate Filter (DPF) systems to Biodiesel, for example, has the reach EPA Tier 3 and Tier 4 locomo advantage of having a fairly high tive emissions requirements. BTU content per gallon, although it Since biodiesel is produced from is generally slightly lower than petro vegetable or animal oils, the yield leum diesel. So the use of biodiesel per acre of biodiesel from these can result in a fuel use increase sources is lower than that of fer penalty. Biodiesel blends can be mented fuels such as ethanol. used in many existing diesel engines Because of this, some studies have without need for modification of the indicated that it may be doubtful if engine (as long as the blend level is biodiesel could fill the quantity approved by the engine manufactur needs of biofuels. New technologies, er). Biodiesel has a substantial GHG such as using algae as a feedstock reduction potential. The U.S. for biodiesel may take care of these Environmental Protection Agency production quantity issues. (EPA) estimates the GHG reduction There are also known issues with of biodiesel at 67.7% per gallon. This using biodiesel in existing and even is a fairly high GHG reduction poten new diesel engines. Many engine tial, comparable to that of sugar manufacturers only warrant the use cane based ethanol, and higher than of low-level biodiesel blends, such as most corn based ethanol. B5 or B20. At these low blends, the However, there are a number of GHG reduction potential of negative aspects of biodiesel that biodiesel is almost eliminated. A B5 have held back widespread use in blend will only reduce GHG emis the transportation industry. First, sions by 3.4%, while a B20 blend there is the higher cost of biodiesel reduces GHG emission by only over petroleum diesel. Biodiesel has 13.5%. Neither of these levels is classically run as much a $1 per gal enough to meet proposed GHG lon more than petroleum diesel. reduction goals which in many cases Although this cost has been offset by are in excess of 30% required GHG a U.S. government subsidy of the reduction. (The 2005 LMOA pro same amount, it has not been unusu ceeding had a detailed study of al for the cost of biodiesel to run biodiesel pros and cons, including higher than petroleum diesel even detailed potential fuel system and after the subsidy. Studies of the use engine issues.) of biodiesel have also shown that it Ethanol fuel also has positive and produces higher NOx levels than negative aspects. On the positive petroleum diesel. Since NOx is regu side, ethanol is a very abundant bio lated by the US EPA locomotive fuel. U.S. production capacity cur emissions "Tier" regulations, this rently exceeds 10B gallons per year. increase in NOx cannot be ignored. Yields of 2.8 gallons of ethanol per 90 New Technologies Committee bushel of corn are very common. sidered waste streams (MSW, forest With the addition of new technolo residue, waste wood chips and scrap gies such as producing ethanol from paper), but because these feed corn cobs and corn stover, the stocks are either waste items or ethanol yield per acre of corn grown require little if any farming, the could increase by 25% without reduction of GHG emissions for cel planting any additional crop. Using lulosic ethanol is quite high. The EPA this "cellulosic" feedstock (cobs and estimates GHG reduction for cellu stalks), the overall GHG reduction of losic ethanol at over 90%. Thus the corn ethanol would increase sub use of cellulosic ethanol would have stantially, and corn ethanol could a definite and dramatic effect on equal the GHG reduction of GHG reduction, far exceeding the biodiesel or sugar cane. So despite 30-35% required to bring overall what the popular media portrays, GHG levels down to pre-2000 levels, there is no reason to consider corn- and offsetting the continued use of based ethanol as a dead-end fuel. fossil fuel GHG emissions. Based on the current supply of In addition to reduction of GHG ethanol and new plant capacity, emissions, ethanol can substantially ethanol can easily replace a large reduce criteria emissions associated percentage of the fuel used not only with diesel fuel. Ethanol produces in automobiles, but by ethanol virtually no particulate matter when fueled locomotives. burned in a spark ignited internal In addition to corn ethanol, new combustion engine. Also, a higher technologies are being introduced to RPM spark ignited ethanol engine produce ethanol sweet sorghum, will produce much lower NOx levels sugar cane (not a common feed than a comparable horsepower stock in North America), and from diesel engine. In fact minimal or no "woody" biomass such as switch aftertreatment should be needed to grass, wood chips, paper, and munic reach EPA Tier 4 locomotive require ipal solid waste. These "woody" ment. Thus an ethanol locomotive feedstocks are commonly called engine would not require DPF or "cellulosic" feedstocks, because of SCR to meet EPA Tier 4. their high cellulose content. Because Because of the high octane rating cellulose is a tougher material than of ethanol (around 116 octane), a starch or straight sugar, it must first locomotive could use a high com be converted with enzymes or pression ethanol engine. Higher through other processes to allow compression equals higher efficien conversion to ethanol. These cy. Thus, some of the BTU differen processes are quite diverse, and the tial between diesel fuel and ethanol first production "cellulosic" ethanol could be recouped because of the plants should be coming on line in higher efficiencies from an ethanol 2010 or 2011. Not only does cellu engine. losic ethanol hold promise to reduce There are also potential benefits in the levels of what are currently con fuel prices using ethanol. Because New Technologies Committee 91
ethanol is produced domestically, amount of time studying the issue of and because an ethanol powered GHG emissions and formulating a locomotive would not require the reduction plan is California. The ethanol to be blended with other California Global Warming Solutions fuels, the railroads could purchase Act of 2006 (AB 32) requires that the fuel directly from the producer. This California Air Resources Board would cut out any "middle man" (CARB) approve a statewide green mark-up. It also means that any sub house gas emissions limit equal to sidies available for the biofuel could the GHG emissions level in 1990. In be shared by the producer and the 2004 the rail sector in California pro railroad. duced 3.14M metric tonnes of C02, As with biodiesel, there are also compared to 2.75M metric tonnes negative aspects to ethanol fuel. First of C02 in 2003. That is a 14.5% and foremost is the lower BTU con increase in C02. In 1990 the rail tent. Regardless of engine efficiency, road sector in California produced ethanol vs. diesel will no doubt incur 2.29M metric tonnes of C02. CARB a fuel use increase penalty. The use projections are that the rail sector of ethanol will require a new fueling will produce 3.7M metric tones of infrastructure. This issue can be min C02 in 2020. To reduce the 2020 imized by starting with truck or tank projected C02 levels to the 1990 car to locomotive mobile fueling. levels will require a decrease of Also, by gradually phasing in ethanol 1.4M metric tonnes of C02. 1.4M locomotives into switching, local, or metric tonnes equates to a 1.55M branch line service, the number of U.S. tons reduction. This means the fueling points can be minimized California plan is to reduce GHG while fleet size is increased. emissions by 37.8% by 2020. Another known issue with ethanol Locomotives produce approxi is an increase in aldehyde emissions. mately 11.192 tons of C02 per This issue can be overcome by 1,000 gallons of fuel consumed. An adding currently available aldehyde average diesel locomotive in yard catalytic converters into the exhaust and local service can easily consume system. So while the production of 50,000 gallons of fuel per year. This aldehydes is a known issue, the solu equates to over 559 tons of C02 per tion for the elimination of those locomotive. Cellulosic ethanol is esti emissions is also well known and mated by the EPA to reduce GHG readily available. emissions by -90%. Since even cel lulosic ethanol would be blended GREENHOUSE GAS (GHG) with gasoline as a denaturant, for the EMISSIONS REQUIREMENTS purposes of projections, ethanol Although the U.S. EPA does not GHG emissions reductions are currently regulate GHG emissions, it based on an E95 blend (95% has now openly stated that it plans ethanol, 5% gasoline), which to do so in the near future. The state equates to an 85.5% overall C02 that has probably spent the most reduction for cellulosic ethanol, and 92 New Technologies Committee a 20.7% overall C02 reduction for motives. For example, intrastate corn ethanol. Using these estimates, freight locomotives in California con an ethanol powered locomotive sume 26.6M gallons of diesel fuel would reduce annual C02 emissions per year (CARB estimates) produc per locomotive by 483 tons using ing around 298,000 tons of C02 cellulosic ethanol and 116 tons emissions annually. If these were using corn ethanol, when compared replaced with locomotives powered to a diesel locomotive consuming by cellulosic ethanol, this would 50,000 gallons of diesel fuel annual make a substantial contribution to ly and producing 596 tons of C02. reducing current levels of GHG (It should be noted that newer corn emissions. The 2004 to 1990 C02 ethanol plants have substantially differential for California is about lower carbon footprints, with some 941,000 tons, so 32% of this differ new design corn ethanol plants tout ential could be quickly erased by ing GHG reduction credit of over moving California intrastate locomo 70%.) tives to cellulosic ethanol hybrids. Based on the GHG calculation of However, even with the replacement 11.192 tons of C02 per 1,000 gal of all intrastate locomotives in lons of fuel consumed per locomo California, this still leaves a substan tive, to reduce locomotive GHG tial shortfall in meeting the GHG emissions levels to 1990 levels will reduction goal. require the replacement of at least Although the use of biodiesel 130M gallons of diesel fuel with a could also reduce GHG emissions, GHG reducing fuel. These calcula because of the lower blend levels for tions suggest that 805 locomotives, biodiesel, GHG reduction would not each using 200,000 gallons of diesel be sufficient (see Table 1). The EPA fuel annually, must be replaced with estimates the GHG reduction level locomotives using cellulosic ethanol of 100% biodiesel at 67.7%. But in order to meet just the California because biodiesel is normally blend requirements. ed at very low percentages with The CARB 2004 Intrastate petroleum diesel, the overall GHG Locomotive Report shows that the reduction levels are quite small. average Intrastate locomotive on a Most diesel engine manufacturers Class I railroad in California (BNSF or will support a B5 blend (5% UP) only uses 61,000 gallons of fuel biodiesel and 95% petroleum diesel per year. At that rate, it would per gallon) and some will support up require 2,640 intrastate Class I loco to a B20 blend (20% biodiesel and motives using cellulosic ethanol in 80% petroleum diesel per gallon). At order to reduce the GHG emissions these blend levels, B5 only provides to 1990 levels. a 3.4% overall GHG reduction, and However, there is a large opportu B20 a 13.5% reduction. So even if nity to begin C02 reductions by first every locomotive in California ran a concentrating on high horsepower, B20 blend, this reduction would only high fuel consuming intrastate loco meet 35% of the California AB 32 New Technologies Committee 93 goal. So in order for biodiesel alone (Recently it has also been suggested to meet the California GHG reduc that GHG emissions contribute with tion goals, locomotives would have NOx to health issues, because the to use a very high blend, somewhere higher global temperatures are more around a B55 or B60 fuel. conducive to the creation of smog through NOx emissions. Thus, both ETHANOL POTENTIALS NOx and GHG emissions are being While final GHG emissions linked as contributors to breathing requirements for the U.S. will be problems in humans.) shaped over the coming year, the Current diesel technology sug railroad industry already is well gests the use of selective catalytic aware of what it faces to meet the reduction (SCR) to reduce NOx lev criteria emissions reduction require els. This requires the introduction of ments of EPA Tier 4. either urea (an ammonia compound First is a reduction of particulate produced from natural gas, a fossil matter. Since PM has been linked to fuel) or perhaps the diesel fuel itself cancer, the reduction of PM is a (known as hydrocarbon selective major issue with many communities catalytic reduction or HC-SCR) as a and states. States like California are reductant to convert the NOX into even pushing to increase the PM free nitrogen, water, and C02. Since reduction from locomotive fleets. A ethanol burns differently in a spark spark ignition ethanol engine should ignition engine than diesel in a com meet even the most stringent PM pression ignition engine, and reduction requirements without the because an ethanol engine would use of any particulate filters. This is run at a higher RPM than a diesel because alcohol fuel burns with vir engine of similar horsepower, the tually zero PM. Because ethanol creation of NOx is greatly reduced. uses gasoline as a denaturant, there An ethanol engine should be able to may be some PM produced, but at meet EPA Tier 4 locomotive require such low levels as to be negligible, ments with either no aftertreatment, even by EPA Tier 4 standards. Also, or simply the addition of a standard when coupled with hybrid technolo 3-way catalytic converter. There is no gy, the engine start and power need for the addition of SCR or car increase cycles most associated with rying a reductant such as urea. PM production (the classic black An issue that has been commonly smoke when throttling up a diesel raised, however, with the use of locomotive) can also be eliminated ethanol is engine durability. Some or minimized. people have expressed concerns Probably the biggest challenge to regarding the durability of an meet EPA Tier 4 for locomotives is ethanol engine for several reasons. the reduction of oxides of nitrogen First, is that an ethanol engine would (NOx) which combined with ozone be running at a higher RPM than a in the atmosphere create smog and diesel engine. While it is true that a contribute to breathing difficulties. higher RPM usually equals lower 94 New Technologies Committee
durability and less engine hours thing to do in this or any other econ between overhaul, the cleaner burn omy.) But the addition of even of the ethanol fuel can have a $1,000 worth of high durability parts tremendous impact on increasing or assembly techniques into a loco engine life. Lower polluting fuels, motive engine to increase engine life such as LNG, have been shown to by 2,000 or 3,000 hours will pay for produce significantly less wear on itself within a few months on poten engine parts such as rings and bear tial fuel savings and lifetimeoverhaul ings. One reason for this is that the costs. Thus an ethanol locomotive lubricating oil remains clean and as engine would more closely match a such, the higher lubrication proper diesel engine in components and ties of the clean oil over a longer durability, than a spark ignited auto period of time offset the increased mobile engine. RPM. This has been shown to be the Since an ethanol engine would be case with airplane engines running smaller overall than a diesel engine ethanol fuel vs. avgas (which con of similar horsepower, the smaller tains lead, a natural lubricant). parts could be less susceptible to the Airplane engines running ethanol shock and stress associated with show substantially lower wear at locomotive duty. Components, overhaul time than their counter including the entire generator set, parts using avgas. Also, some lower can be better shock isolated, thus horsepower engines using LNG fuel extending durability. have been shown to have a 20,000 It should also be noted that an hour lifespan between rebuilds, thus ethanol powered hybrid locomotive, rivaling many diesel engines. since it uses smaller, lower horse The durability of an ethanol power generators, would be a multi- engine can also be increased by the engine design. Thus the overall com use of higher durability components, bined genset time between over such as high durability treated rings, hauls would be longer than the and low friction cylinder honing between overhaul time of any single techniques. The use of these com genset. Thus a 5,000 hour genset ponents or techniques in engine may last 8,000-10,000 hours on preparation and production is not locomotive due to "load balancing" warranted in a low-cost automotive between multiple gensets. Load bal application where current engine life ancing may also include running two equals or exceeds that of the auto or three gensets at lower RPM and mobile itself. (Why would GM spend horsepower vs. one genset at higher even an extra $10 per engine on a RPM and horsepower (e.g. running million automobiles to increase two gensets at 250hp but 40% lower engine life by a few thousand hours RPM than a single genset at 500hp when the engine already lasts the life at full RPM). Thus, there are meth of the car? It would be tantamount ods for balancing engine efficiency to spreading $10M in cash through and durability besides the actual out an auto salvage yard - not a wise design and components used in the New Technologies Committee 95 ethanol generator set. er components, due to their lighter Finally, the use of hybrid technolo weight and lower mass, were actual gies, specifically regenerative brak ly less vulnerable to shock and vibra ing, will reduce overall engine run tion. If the same holds true for small time thus increase the time between er ethanol engines, is there any rea overhauls. Regenerative braking son not to accept the technology? could supply 10-20% of the energy We also need to realize that needs of the locomotive (some stud ethanol engine technology is an ies have suggested as much as 30- engine change, not an engine modi 40% of the energy needs). Thus, the fication. A true ethanol engine can ethanol engines in an ethanol hybrid not be thought of as simply an auto locomotive could last 20% longer motive engine put in a locomotive. (or more) between overhauls, These are not diesel engines, gaso although the actual engine hours line engines, or even flex-fuel between overhauls would remain engines (capable of running on the same. either gasoline or ethanol). A true ethanol engine is a new category of PARADIGM SHIFTS spark ignited engines (and may not A switch to any new fuel, other even require a spark ignition with the than diesel (or a biodiesel blend) will use of some promising new tech no doubt require a paradigm shift in nologies). All aspects of the engine thinking about locomotive technolo design and development are for gy and maintenance techniques. The ethanol, with no compromises for key is keeping the actual work gasoline or diesel fuel. required to a minimum, even if the The changes in the engine tech change in thinking is radical. nology are quite widespread. For For example, as long as the actual example, because of the extremely time between engine maintenance high octane rating of ethanol, com and/or overhauls remains the same pression ratios can be significantly as for current diesels, does it really increased. As such, gasoline (except matter if the engine itself runs at a for the highest octane racing fuel) higher RPM than current diesels, or could not be used in a true ethanol the size of the engine is substantially engine. The bore and stroke of the smaller compared to its diesel coun engine, fuel injection system, intake terpart? For many in the computer and exhaust manifolds, block and industry, it was hard to imagine that heads, bearings, pistons and rings, a smaller size disk drive could actu and all other components are cho ally hold substantially more data, or sen based on the design of the be substantially more robust and ethanol engine, and not some previ shock resistant than its bigger and ous gasoline or diesel engine. heavier counterpart. But it was The ability to take the base engine, shown that the smaller components and make incremental advances and actually increased the ability to store changes to the engine during more data on the disk, and the small rebuilds will also allow an evolution- 96 New Technologies Committee ary approach to future enhance can mean moving to the next ments in both efficiency and durabil EPA Tier without the cost of a ity. Here again is where a paradigm brand new locomotive. This will shift in thinking must take place. If allow railroads to compete the multi-year cost and downtime for more with trucks, which due to a multi-genset vs. a single engine the shorter lifespan of a truck locomotive is the same, how much compared to a locomotive, opportunity is there for: have a faster turnover rate to newer, cleaner, less expensive 1. Increasing efficiency at each (compared to per locomotive genset swap? How much of costs), and more fuel efficient genset swap cost can be quick technologies ly captured by efficiency gain? 3. Performing genset swaps during Just a 1% fuel efficiency regularly scheduled mainte increase on a locomotive using nance times, such as scheduled 50,000 gallons of fuel per year annual 2-day maintenance peri can quickly add up. The 1% fuel ods? This would mean that efficiency increase would unscheduled down-time due to reduce fuel usage by 500 gal - engine failures could be virtual Ions year. At $2 per gallon, that ly eliminated. Engine replace is a $1,000 offset to "between ment could be factored in to overhaul" maintenance costs. the normal annual maintenance At $4 per gallon of fuel, the off costs of the locomotive, per set is $2,000. And while effi - haps even becoming part of a ciency gains will at some point standard maintenance contract. no doubt plateau, durability will Any "unscheduled" downtime no doubt also increase, increas due to engine failure would be ing mean time between the responsibility of the mainte rebuilds, and decreasing main nance contractor (probably the tenance cost. Thus new techn- manufacturer), rather than the ogy adoption cost can easily be railroad. offset by the positive results. 2. Decreasing emissions at each The actual time between rebuilds genset swap? For example, for a true ethanol engine is still GHG reduction can equal car unknown, so while all of the above bon credits. Although these car has yet to be proven through bon credits are not formally dynamometer and road testing, it is adopted yet, it is expected certainly worth considering. these will be adopted along Another area of "paradigm shift" with a cap-and-trade carbon thinking has to do with the accept reduction plan. But perhaps ance of hybrid locomotive technolo more important is that the gy. The term "hybrid locomotive" NOx/PM reduction available unfortunately has some bad reputa through normal genset swaps tions around railroad circles. But it is New Technologies Committee 97 justifiable to ask whether the first line with proven hybrid technology "hybrid locomotives" were truly where the system is not dependent "hybrids" or battery locomotives on the battery system to be able to with on-board charge? There is perform (i.e. even with a low- strong argument that earlier designs charged battery system the locomo of "hybrid" locomotives were not tive can still meet its duty require true hybrids, since a true hybrid ments). would normally have an almost The battery technology chosen equal horsepower rating of batteries will also greatly affect the perform and engines, and the rate of battery ance of the locomotive. Different charge on a true hybrid would usual battery technologies have been used ly remain relatively high. A "battery" on prototype hybrid locomotives. locomotive, on the other hand, These include: 1) Sealed lead acid could use a lower horsepower gen batteries; 2) Flooded lead acid bat erator and would take the battery teries; 3) new generation Nickel charge down to a much lower Metal Hydride (NiMH) or Lithium charge level than a normal hybrid. Ion (Lilon) batteries; and even 4) We must remember that all this Liquid Sodium batteries. Each bat new technology moves ahead and tery type has its own pros and cons, "new" technology may succeed but one of the biggest issues with where the first technology did not. In NiMH, Lilon, and Liquid Sodium bat the development of an ethanol-elec- teries is the price per kilowatt hour. tric hybrid locomotive, the design A 1,000hp battery system for a loco can use a totally different power mix motive could easily cost $750,000 to of generator sets and battery. Since $1M. The ability to recoup this bat an ethanol powered generator set is tery cost through fuel savings from smaller than its diesel counterpart, regenerative braking is questionable. the location and number of ethanol So part of the paradigm shift in bat generator can be different. Forexam tery choice is to consider "old" tech ple, a six axle ethanol-electric hybrid nology flooded lead acid batteries. locomotive could house six 500hp These batteries can be very cost ethanol generator sets producing a effective in a hybrid locomotive continuous 3,000hp (the equivalent application, but require a redesign of of an EMD SD40-2 or GE C30-7). By the locomotive to take advantage of using a new design locomotive mounting potentials on an ethanol- frame, cab, and electrical cabinet, electric hybrid locomotive. the locomotive could also house a In addition to the choice of batter 1,000hp battery set and an addition ies, different control technology al energy storage system (beyond must be employed. The charge levels the battery set). With 3,000hp worth of the battery and/or actual battery of generators, this is enough genera duty cycles can greatly change bat tor set power to power locomotive tery life and performance. Even the traction needs and recharge the bat charge level of individual battery tery simultaneously. This is more in cells within the battery set must be New Technologies Committee taken into consideration. For exam running in that throttle setting until ple, a nominal 640VDC lead acid the next refueling. This CH rating battery set will have 320 2vdc cells. was particularly critical for road use If just one of these cells starts to where locomotives spend longer "misbehave" or gets out of synch in percentages of their time in higher charge level with the other cells, this throttle notches, and also in multi can have negative consequences to modal (e.g. yard and branch line) the life of the entire battery set. In a operation where the locomotive worse case scenario, it can have dis may operate some of its time in a astrous consequences in the event switcher duty cycle, but also be of a battery fire. Proper control tech needed to serve in road service at nology, battery types, cycle model times. ing, and battery and cell manage On the other hand, Continuous ment systems, can provide tremen Duty Cycle (CDC) rating takes into dous performance gains and account that very seldom does a increase battery pack longevity. locomotive operate continuously at These technologies can allow energy high throttle settings. Much of the to be stored at the same rate as dis locomotive's time is spent at idle, or charge, with minimal efficiency loss lower throttle settings (50-60% of from generator sets to battery. So in rated horsepower). Thus, as CDC regard to hybrid technology, we rated locomotive must only be able need to ask ourselves: Have we real to produce its full horsepower rating ly considered all these areas or just (e.g. 2,000hp) at any time for as long one or two projects that failed? as the normal duty cvcle requires it. As hybrid technology becomes It is assumed that the duty cycle will proven, with more empirical data give time for battery recharge and available for consideration by rail enough generator horsepower exists roads, another area of thinking that to not only recharge battery but will come in to play is Continuous power the locomotive if need be. Horsepower (CH) rating (CH) vs. CDC ratings are more suited to yard, Continuous Duty Cycle (CDC) rat local, and branch line use where ing. Classically, locomotives have higher throttle notch percentage is always been measured by their CH low compared to lower notch per rating. The CH rating is the maxi centage. It should be noted, howev mum amount of horsepower that a er, that recharge time is not neces locomotive is able to produce (e.g. sarily tied to idle time if the locomo 2,000hp) at any time and for as long tive is put through heavy work as liquid fuel lasts in the tank. Thus, a between idle periods. This was a def GE C30-7 was a 3,000hp locomotive inite issue with earlier so-called that in theory could be placed in "hybrid" locomotives. If the actual throttle notch 8 (full power), and left work time of the locomotive in that throttle setting until the tank stretched outside the "normal" CDC, ran dry. Refilling the tank would the batteries became overly dis allow the locomotive to continue charged, and there was no time dur- New Technologies Committee 99 ing this work period to recharge the of locomotives there comes more batteries. The on-board generator efficient or economical technology. was simply not of sufficient horse The introduction of emissions con power to recharge the batteries dur trol, however, has changed this. ing the work period. This issue While fuel economy is important to becomes less critical, and is virtually the railroads, fuel efficiency eliminated, if the generator power to becomes less important to regulat battery ratio is correctly matched to ing bodies such as the EPA if emis the duty cycle. sions levels cannot be met. So if Thus, a railroad needs to deter increased back pressures or fuel mine if "captive" service of locomo burn to increase exhaust gas temper tive allows it to take advantage of atures are required for introduction CDC rating. This can set new para of DPF and SCR technologies, and digms for a railroad's choice of this requires a decrease in fuel effi power mix (generator set horsepow ciency to meet the Tier standards, er vs. battery set horsepower) on a locomotive manufacturers will need hybrid locomotive. For example, to accept a next generation locomo Railroad A may opt for a 1,000hp tive with poorer fuel economy than twin genset hybrid with a 1,000hp the previous generation of locomo battery system to create a 2,000hp tives. This holds true for the multi- CDC hybrid locomotive. However, genset locomotive world as well. Railroad B may opt to have 1,500hp There are technologies available in three gensets combined with the for smaller engines, such as off-road same 1,000hp battery system to cre truck diesels or an ethanol engine ate a 2,000hp severe duty cycle that could conceivably increase fuel CDC hybrid locomotive instead of efficiency, but are not currently the twin genset 2,000hp hybrid cho being applied to these engines. sen by Railroad A. This power mix Oftentimes when such technology is can be left up to the railroad. And discussed, the question that arises is: depending on locomotive design, a "If the technology is so good that we railroad could have the option of are going to use it on locomotives, increasing or decreasing the number why aren't the automobile or truck of generator sets on an existing loco engine manufacturers using it?" In motive as more empirical operating some cases, this is a valid question in data becomes available. regard to the technology itself. But in other cases, it is not a valid technol EVALUATING EFFICIENCY ogy question, but merely a question TECHNOLOGIES of economics. There is little doubt that new tech To illustrate: If an engine manufac nologies can be introduced to turer wants to increase a 10,000 increase engine efficiency and fuel hour engine's durability by 5,000 economy, as well as engine durabili hours, it could be as simple a matter ty. This has been the standard for as using a specialty coated or treat decades - with each new generation ed piston ring. But if the engine only 100 New Technologies Committee has to last 8,000 hours (the average Table 2 shows an example of how life of the vehicle) and the engine vehicle cost and annual fuel con will meet that requirement using the sumption are major determining fac current less expensive piston rings, tors in the economical feasibility of why would the engine manufacturer fuel efficiency technologies. spend the extra money on a more The first thing to consider is how durable piston ring? Even if the rings much the technology will add to the only cost $1.00 more per cylinder overall cost of the vehicle. While the more, on a V-8 the engine manufac cost may be the same for an auto turer would spend $8.00 additional mobile or locomotive, on a less per engine. If 250,000 engines were expensive vehicle, the new technolo built per year, the increase in cost gy cost could be perceived as a would be $2 million. That extra $2 major cost increase by the con million in engine parts would end up sumer. On a $30,000 automobile a in the junkyard along with a com $1,000 increase in cost is a signifi petitor's 10,000 hour engine that, cant 3.33% price increase on the while not having the durability of the vehicle. On a $1.5M locomotive "new" 15,000 engine, still outlasts with three gensets, requiring $3,000 the life of the vehicle it is installed in. worth of parts (one $1,000 system There is no economic justification to per genset), the total price increase using the 15,000 hour piston rings. would be just 1/5 of 1 percent, neg On the other, if we want to put ligible in the overall cost of the unit that same engine in a locomotive, (to match this ratio the technology where the vehicle lifespan will be for the automobile would have to 100,000 hours, we reduce the num cost just $60). ber of engine overhauls from 10 The next issue to consider is that (one every 10,000 hours), to 6.6 (a in either case, automobile or loco 33% reduction). Is the elimination of motive, any price increase in the at least three engine overhauls, vehicle must be justified in its pay along with associated locomotive back. If our "new" fuel efficiency downtime worth the extra $8.00 per technology gives us just a 7% boost engine for higher durability piston in fuel economy, while this is a sig rings? Absolutely! nificant boost, even at $3.00 per gal A similar paradigm exists in regard lon for gasoline, it would take almost to fuel efficiency technologies. eight years to pay for the technology While the so-called "200mpg" car in an automobile that gets 20mpg buretor for automobiles may be a and is driven 12,000 miles per year. myth, there is no doubt that fuel effi However, on a locomotive that uses ciency technologies do exist that only 50,000 gallons of fuel per year could decrease current engine fuel (i.e. a switcher), at $2.50 per gallon usage by 5%, 10%, or even higher. for diesel fuel, the technology would As with durability technology, these pay for itself in about four months. technologies have not been widely So while the technology could prob adopted because of economics. ably not be justified for a car or New Technologies Committee 101
truck, the technology can definitely sis today is on getting to EPA Tier 4, be justified on the locomotive. within 5-10 years the locomotive industry will no doubt be talking Tier BIOFUELS VS. PETROLEUM COST 5 and Tier 6. Will diesel locomotive COMPARISONS - NO SIMPLE engine technology be able to meet ANSWERS those requirements? Or will it A final paradigm shift that comes require a new clean fuel source, into play when considering biofuels such as ethanol, biobutanol, or options in locomotives has to do another new generation biofuel? So with comparing new technologies the industry must consider not just with current technologies. It is some today, but the long-term emissions times easy to compare potential bio requirements that appear to be on fuels options, such as ethanol, with the horizon under the new EPA and existing locomotive technologies the Obama Administration's renew available today. But this would be able fuel and GHG reduction agen comparing apples to oranges. The da. driving force for considering ethanol Although use of a lower BTU fuel in locomotives is not the issues faced such as ethanol may increase fuel today, but those that will be faced costs, it should not require the addi tomorrow. Today locomotives only tion of expensive aftertreatment have to meet the EPA Tier 2 emis devices (DPF, DOC, or SCR) or sions standard. Every current manu reductant agents such as urea. What facturer can meet or exceed these will these devices cost? Since none standards. Some of the multi-engine have been proven in locomotive use, genset locomotive manufacturers the actual cost of these devices is can show today that their locomo anyone's guess. EMD and GE have tives already meet the EPA Tier 2 stated that aftertreatment devices standard that takes effect in 2012. could double the price of the GE and EMD have both stated pub engine. So it is very conceivable that licly that they expect their locomo these devices could add $300,000 tives will meet Tier 3 standards with to $500,000 to the cost of a new out requiring major modifications or locomotive. But again, this is just design changes. speculation. The fuel efficiency The issue for the future is the Tier penalty on Tier 4 locomotives is also 4 standard that takes effect in 2015, unknown. Will it be zero, or will it be along with any GHG reduction regu five or ten percent? Again, this is not lations that may be instituted known. So how does one compare between now and then. Not to be the potential additional cost of the ignored is the next set of EPA Tier diesel aftertreatment systems to the standards for locomotives. Can it be additional fuel cost of an ethanol- reasonably assumed that once Tier 4 electric hybrid locomotive? Only levels are reached that the EPA will time and demonstration of the two not begin looking at Tier 5 or Tier 6 will tell. emission levels? So while the empha Another cost issue has to do with 102 New Technologies Committee
fuel prices themselves. In 2008 the $80 per barrel range, one would world saw the price of crude oil expect diesel prices to be some jump to $147 per barrel. By early where between $2.75 and $3.00 per 2009 the price had dropped to $37 gallon at the fuel pump. (These per barrel. By mid-2009 the price prices include road tax, so railroad was back up to over $70 per barrel. fuel pricing would be less.) Spot mar During this entire time the price of ket prices for ethanol, if corn ethanol remained relatively stable at remains at or below $4.00 per between $1.50 and $2.25 per gallon bushel, would be expected to (there was a three month aberration remain in a $1.60 to $1.80 range. at the height of commodities specu (Railroads could potentially take lation where ethanol spiked as high advantage of dealing directly with as $2.80 per gallon on the spot mar ethanol producers, hence taking ket, but within one month had advantage of spot market prices.) dropped back down to $2.00 per Finally, there are the maintenance gallon). Thus, even comparing fuel costs associated with new diesel costs has its difficulties. OPEC has aftertreatment technologies to meet stated openly that crude oil needs to EPA Tier 4 and beyond. As with the trade at between $75 and $80 per systems themselves, the long-term barrel to be profitable. maintenance costs are unknown To put this into historical perspec since production DPF and SCR units tive, from April 2006 to August 2006 have not been field tested. For exam crude oil traded at an average of ple, it appears that DPFs will require between $70 and $73 per barrel. regular ash cleaning and even wash During this time, diesel fuel at the ing at regular intervals. DPFs have pump averaged $2.73 to $3.05 per been known to allow exhaust blow- gallon. From July 2007 to September by thus reducing their efficacy, and 2007 light crude oil traded at an because they are made of a ceramic average of between $74 and $79 material they can crack or break per barrel. During this time, diesel apart in severe duty applications. fuel at the pump averaged $2.87 to DPFs produce back pressure and $2.95 per gallon. From July to can affect fuel consumption. Just September 2007 corn was trading at how much expense these issues will between $3.03 and $3.50 per add to long term maintenance costs bushel (depending on state) with is currently unknown. ethanol prices between $1.50 and The same is true for diesel oxida $2.00 per gallon (spot market price). tion catalysts (DOC) and Selective Since October of 2008 corn prices Catalytic Reduction (SCR) systems. have remained below $4.00 per But these systems are even more bushel, with ethanol prices ranging complex than the DPF and it is from $1.38 to $1.31 per gallon (spot doubtful that the catalytic elements market price). will last the life of the locomotive. So based on a historical perspec How often will these elements need tive, if oil were to stay in a $70 to to be replaced? How much fuel will New Technologies Committee 103 be used if exhaust gases need to be heated to ensure proper operation of the SCR system? How much will urea cost for SCR systems and how much will be consumed by the aver age locomotive? Will urea costs go down as more is produced or will demand outpace supply and drive prices up? What type of mainte nance costs will be incurred on the on-board urea systems? Only time and experience will provide the answers. So although there are still many unanswered questions in regard to ethanol-electric hybrid locomotives, the same holds true for the next gen eration Tier 3 and Tier 4 diesel loco motives. One thing is certain: The locomotives of today, no matter how advanced, will not be the locomo tives of the near future. Renewable fuel and GHG reduction will be key elements in transportation systems of the future. Railroads will be affect ed, new technologies will emerge, and the winners will be decided by results, not just ideas. 104 New Technologies Committee
EPA Ethanol GHG Estimated %of Overall Reduction Increase Locomotive Fuel Usage (Gallons) - GHG Bio GHG OverBiodiesel Blend Showinq C02Reduction (tons) Emissions fuelIn Reduction B5 B20 Fuel (Blend Level) Reduction Blend ForBlend Biodiesel Biodiesel 50,000 61,000 160,000 150,000 200,000
Biodiesel (B5) 67.7% 5% 34% 18.94 23.11 37.88 56.82 75.76
Biodiesel (B20) 67.7% 20% 13.5% 75.76 9242 151.51 227.27 303.03
Com Ethanol (E95) am 95% 20.7% 511.8% 53.0% 115.87 141.36 231.74 347.62 46349
Sugar Ethanol (ES5) 56.0% 95% 53.2% 1471.6% 292.9% 297.65 363.14 595.31 89196 1,190.62
Cellulosic Ethanol (E95) 90.9% 95% 864% 2451.1% 537.8% 483.16 589.45 966.31 144947 1.932.62
Table 1 - Estimated GHG Reduction Per Locomotive by Fuel Type (in tons)
Automobile Locomotive Technology Cost ($$$'s) $ 1,000 $ 3,000
Vehicle Cost $ 30,000 $ 1,500,000 Percent Increase over base cost 3.33% 0.20%
Annual Fuel Consumption (Gals) 600 50,000 Average Fuel Cost Per Gallon ($$$'s) $ 3.00 $ 2.50 Annual Fuel Cost ($$$'s) $ 1,800 $ 125,000 Fuel Efficiency Increase 7% 7% Fuel Savings Per Year $ 126.00 $ 8,750.00 Payback (Years) 7.94 0.34
Table 2 - Fuel Efficiency Technology Economics - Automobile vs. Locomotive Locomotive Maintenance Officers Association 105
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TESTING OF THE BNSF is presented at the LMOA annual FUELCELL SWITCH LOCOMOTIVE: conference on 17 September 2009, PART1 data from the impact tests at TTCI Prepared by will be included. Arnold R. Miller*, Kris S. Hess, Tomothy L. Erickson, INTRODUCTION and James L. Dippo, A North American consortium - a Vehicle Projects, Inc. project partnership among BNSF Golden Colorado, USA Railway, the US Army Corps of www.vehicleprojects.com Engineers, and Vehicle Projects Inc - has developed a prototype hydro ABSTRACT gen-fueled fuelcell-battery hybrid A North American consortium - a switch locomotive for urban and mil public-private project partnership - itary-base rail applications (see Fig. has completed the development of a 1). At 127 tonne (280,000 lb), prototype hydrogen-fueled fuelcell- expected continuous net power of battery hybrid switch locomotive for 240 kW or 320 hp (but presently lim urban and military-base rail applica ited to 200 kW by the thermal tions. At 127 tonne, expected con capacity of the powerplant DC-DC tinuous net power of 240 kW (320 converter) from its proton-exchange hp) from its fuelcell prime mover, membrane fuelcell prime mover, and and transient power in excess of 1 transient power well in excess of 1 MW, the hybrid locomotive will be MW, the hybrid locomotive will be the heaviest and most powerful fuel- the heaviest and most powerful fuel- cell land vehicle yet built. At the time cell land vehicle yet built. Previous of this writing, the locomotive is papers have discussed the theory complete, has completed initial [Miller, 2005; Miller, et al, 2006 A; operational testing at the BNSF Miller and Peters, 2006 B; Miller, System Maintenance Terminal (SMT) 2006 C] and engineering design in Topeka, KS, and is presently at the [Miller, et al., 2007; Miller, 2007; Transportation Technology Center Hess, 2008] of the hybrid locomo Inc (TTCI) for impact testing. tive. While the BNSF locomotive is Following impact testing, it will be the largest and most sophisticated tested under working conditions at fuelcell land vehicle to-date, it is not the BNSF Commerce and Hobart rai- the first fuelcell locomotive. The first lyards in the Los Angeles Basin and fuelcell-powered locomotive was an in the vehicle-to-grid application at a underground mine locomotive suc US Army base. This paper focuses cessfullycompleted and demonstrat on the testing to-date of the power- ed in a working gold mine by Vehicle plant subsystems (e.g., air and cool Projects Inc in 2002 [Miller, 2000; ing modules), initial operational tests Miller and Barnes, 2002]. at the SMT, and it lays the founda At the time of this writing, July tion for the tests to follow at TTCI 2009, the locomotive is complete; it and in the LABasin. When the paper has completed initial operational * Author to whom inquiries should be addressed; email: [email protected] New Technologies Committee 107 testing at the BNSF System the mechanical design to translate Maintenance Terminal (SMT) in from sketch to a highly customized Topeka, Kansas; it was showcased in locomotive with very few design a press conference at the SMT on 29 changes. Simultaneously, the fuelcell June 2009; and it is at the powerplant control system software Transportation Technology Center underwent months of simulated tests Inc (TTCI) to undergo extensive to refine and tune control algo impact testing. The timeline for the rithms. final phases of the vehicle develop It was advantageous for the devel ment and demonstration project, opment team to use Ballard Power which commenced in May 2006, is Systems fuelcell stack modules, as shown in Fig. 2. Following impact they have been used extensively in testing, it will be tested under work heavy-duty bus applications and ing conditions at the BNSF have several years of development Commerce and Hobart railyards in and operational experience behind the Los Angeles Basin and then test them, collectively logging over 2 mil ed in the vehicle-to-grid application lion km of service. Similarly, the car at a US Army base. In the Los bon-fiber composite hydrogen stor Angeles yards, its tests will include age tanks manufactured by Dynetek the equivalent of tractive effort, Industries have years of reliable use quantitative noise measurements, in multiple bus and truck operations. and fuel costs. Naturally, as classified The combination of sound engineer by the State of California, it is a zero- ing, the proven Ballard fuelcell stack emissions vehicle. modules, and Dynetek hydrogen This paper focuses on the testing storage provided a solid foundation to-date of the powerplant subsys for success. It was a challenge, tems (e.g., air and cooling modules), nonetheless, to build and operate initial operational tests at the SMT, the first fuelcell locomotive, which and it lays the foundation for the required a systematic and methodi tests to follow at TTCI and the LA cal approach to ensure success. Basin. When the paper is presented Methodical and rigorous testing at the LMOA annual conference on translates to a more robust product, 17 September 2009, data from the minimized risk to personnel and impact tests at TTCI will be present equipment, and directly correlates to ed. an overall reduction in time and money spent. RESULTS AND DISCUSSION Table 1 outlines the four-stage (A, The hydrogen hybrid fuelcell loco B, C, D) test approach and the phas motive is a prototype. Sound engi es within each stage, totaling 23 dis neering design principles, state-of- tinct phases and approximately one the-art computer simulation, and year of testing. The table outlines the CAD software were used throughout actual series approach that was used the development process. The use of to test this unique fuelcell system. Solidworks CAD software allowed Some system modules, such as the 108 New Technologies Committee hydrogen storage and DC-to-DC of nine subsystems performed as converter, were developed and test designed and met the required per ed in parallel with the fuelcell pow formance metrics, the exception erplant system. Additionally, the being the DC-to-DC converter, mechanical fabrication of the loco which was unable to handle its spec motive continued in parallel with ified power rating of 250 kW net testing during the Oct 08 - Mar 09 from the fuelcell module. The power time period. rating of the DC-to-DC converter The four stages are: (A) Off-board was thus lowered to 200 kW by the subsystem performance testing, (B) third-party designer and fabricator of off-board system performance test the custom unit. The locomotive did ing, (C) onboard and functional loco not suffer performance degradation motive testing, and (D) locomotive by the reduced net power because performance testing. "Off-board" the former diesel engine, replaced refers to testing that occurred in a by the fuelcell, had a maximum out lab setting versus onboard or in situ put of 200 kW. The compromise of testing, in which the equipment was de-rating the DC-to-DC converter mounted and operating in the loco offered greater benefits than the motive. Every test phase began with costs of undertaking equipment a detailed written test plan, which is redesign. prepared before any power or media (coolant, gas, etc.) is applied and (B) Off-board System ensures that the step-by-step process Performance Testing of executing the test and recording System testing combines the previ data is done correctly the first time. ously validated subsystems into a Each stage of testing is discussed logical progression. This validates the below: interaction of the electrical and con trol systems and continuously pro (A) Off-board Subsystem vides a baseline condition. First, all Performance Testing auxiliary systems were operated and Subsystem performance testing is tested without the fuelcell stack foundational testing where individual modules in place. "Dummy" loops subsystems such as cooling or air with valves were used to simulate process streams are operated to vali pressure drop of the fuelcell stack date that the specific performance modules, which allows "bugs" to be values for flow, pressure, etc. are discovered before installing equip met. The control algorithms and ment, thus precluding damage to physical electrical system are also costly hardware if problems did confirmed at this stage, along with arise. The fuelcell stack modules the module testing of the hydrogen were then installed into the locomo storage and DC-to-DC converter. tive, and hydrogen fuel was supplied Subsystem validation is required to allow the first system start-up. This before moving forward to the next phase of testing continued until reli stage of system performance. Eight able start-up, reliable shut-down, and New Technologies Committee 109
step increases in power were suc cessful fuelcell powerplant start-up, cessfully executed. This successful communications between the loco phase was followed by several weeks motive system controller and the of transient tuning. Transient tuning fuelcell powerplant were estab ensured that changes in power lished. After debugging, the system demand could be met quickly with controllers successfully communicat out disrupting any process streams ed and the locomotive was ready for from their specified operating operational testing. About 20 hours ranges. A database was used to log of locomotive operation on the rail all sensor data as well as control sys have since been logged over a peri tem inputs/outputs, which was then od of one month of intermittent reviewed to troubleshoot problems operation and debugging. Thus far, and analyze trends. Finally, the DC- no significant problems have been to-DC converter was tested off- identified and the locomotive is board, which accounted for approxi operating as expected. mately a week of transient tuning. A notable aspect of the fuelcell Several challenges arose during tran locomotive is its low acoustic emis sient tuning of the converter, but sions compared with diesel locomo were mitigated by the establishment tives. Decibel measurements on the of a solid baseline of the fully func walkway next to the powerplant are tional powerplant in the previous at most 85 dB when running at half phase. power. In fact, when sitting in the operator's cab, one cannot hear the (C) Onboard and Functional fuelcell powerplant running. The Locomotive Testing noise from the locomotive primarily The onboard functional locomo originates from the multiple cooling tive testing combines all of the func fans for the traction batteries, trac tional systems together for the first tion motors, electrical cabinets, and time. The powerplant was first track noise. installed and run independently of the locomotive by using an off-board D) Locomotive Performance load bank (as the same used in sys Testing tem testing) to accept the fuelcell Testing of the locomotive at the power. This ensured all systems were Transportation Technology Center properly installed and no damage Inc. (TTCI) located in Pueblo, had occurred during shipping Colorado, will be the last testing between test facilities. The complete phase before being shipped to the hydrogen system was then purged LA Basin for operational testing. The and tested to maximum pressure locomotive chassis, hybrid control, with inert gas, followed by fueling and traction control systems are fun with hydrogen. The onboard hydro damentally unchanged from their gen detection and locomotive emer original design as a diesel-battery gency stop circuits were also hybrid locomotive. Therefore, per installed and tested. Following suc formance testing will focus on dura- 110 New Technologies Committee
bility of the new equipment during be put to the test of an actual work impact situations. As a switch loco ing environment, providing the motive, impact with other cars will opportunity to validate fuel con be a common occurrence, and the sumption models and determine the equipment must be able to with length of service available from a sin stand the daily rigors of switch oper gle hydrogen fueling. ations. Each subsystem of the hydro gen fuelcell system (powerplant, Conclusions cooling module, DC-to-DC convert The development of a prototype er, hydrogen storage) will be hydrogen-fueled fuelcell-battery mechanically isolated from the chas hybrid switch locomotive for urban sis by some means, then instrument and military-base rail applications, ed with three axis accelerometers or the heaviest and most powerful fuel- with string-pot sensors. Additional cell land vehicle yet built, is now accelerometers will be attached to complete. It has finished initial oper the rigid mount structures of the iso ational testing at the BNSF System lated equipment as well as to the Maintenance Terminal (SMT) in locomotive chassis and couplers. All Topeka, KS, and is presently at the data will then be logged by a data Transportation Technology Center acquisition system for post-impact Inc (TTCI) for impact testing. review. Additionally, clay blocks will Following impact testing, it will be be placed in multiple locations to tested under working conditions at monitor equipment movement. the BNSF Commerce and Hobart rai Impact speeds will start at 1 mph lyards in the Los Angeles Basin and and increase progressively after a in the vehicle-to-grid application at a series of repeated impacts. The US Army base. Sound engineering expected limiting factor of impact design principles, state-of-the-art force is the battery rack reaching its computer simulation, and CAD soft hard stop. This condition will be ware were used throughout the closely monitored and will deter development process. Use of fuelcell mine the maximum impact speed stack and hydrogen storage tech during testing. Additionally, the loco nologies already used extensively in motive impact-detection system will fuelcell transit buses in Europe facili be validated to trigger at or above a tated system development. hit equivalent to 4 mph into a brake- Validation of fuel consumption mod locked locomotive. This limit point els and determination of the length was previously established by the of service available from a single manufacturer of the platform diesel- hydrogen fueling will be part of the hybrid locomotive. railyard demonstration phase in the Once confidence is established by Los Angeles Basin. extensive impact testing, the loco motive will go into service-testing in the LosAngeles Basin.The real-world durability and performance will then New Technologies Committee 111
References [Hess, et al, 2008] Kris S. Hess, [Miller, 2000] A. R. Miller, Timothy L. Erickson, and Arnold R. Tunneling and Mining Applications Miller, Maintenance of the BNSF of Fuelcell Vehicles. Fuelcells Fuelcell-Hybrid Switch Locomotive. Bulletin, May 2000. Proceedings of Locomotive [Miller and Barnes, 2002] A. R. Maintenance Officers Association Miller and D. L. Barnes, Fuelcell conference, Chicago, 22 September Locomotives. Proceedings of 2008. Fuelcell World, Lucerne, Switzerland, 1-5 July 2002. Acknowledgements [Miller, 2005] A. R. Miller, Fuelcell We thank the following funders for Locomotives. Proceedings of their generous support of the work Locomotive Maintenance Officers described in this paper: US Association conference, Chicago, 19 Department of Energy (contracts DE- September 2005. FC36-99GO10458 and DE-FG36- [Miller, et al, 2006 A] A. R. Miller, 05GO85049); Natural Resources J. Peters, B. E. Smith, and O. A. Velev, Canada (Emerging Technologies Analysis of Fuelcell Hybrid Program contract 23440-991022- Locomotives. Journal of Power 001); US Department of Defense Sources, 157, pp. 855-861, 2006. (contracts F42620-00-D0036, [Miller and Peters, 2006 B] A. R. F42620-00-D0028, and W9132T-08- Miller and J. Peters, Fuelcell Hybrid C-0045); BNSF Railway Company; Locomotives: Applications and subcontractors to Vehicle Projects Benefits. Proceedings of the Joint Inc who contributed project cost- Rail Conference, Atlanta, 6 April share; and the Fuelcell Propulsion 2006. Institute. Disclaimer: Funding sup [Miller, 2006 C] A. R. Miller, port from the US Department of Variable Hybridity Fuelcell-Battery Energy, US Department of Defense, Switcher. Proceedings of Natural Resources Canada, Locomotive Maintenance Officers Government of Canada, or BNSF Association conference, Chicago, 19 Railway Company does not consti September 2006. tute an endorsement by same of the [Miller, et al, 2007] A. R. Miller, K. views expressed in this paper. S. Hess, D. L. Barnes, and T. L. Erickson, System Design of a Large Authors' Biographies Fuelcell Hybrid Locomotive. Journal of Power Sources, 173, pp. 935-942 Arnold R. Miller (2007). Until founding Vehicle Projects Inc in [Miller, 2007] A. R. Miller, Fuelcell 1998, Dr. Miller was a research pro Hybrid Switcher Locomotive: fessor at research universities, includ Engineering Design. Proceedings of ing the University of Illinois. From Locomotive Maintenance Officers 1994 to 1998, he was founding Association conference, Chicago, 14 Director of the Joint Center for Fuel- September 2007. Cell Vehicles at Colorado School of 112 New Technologies Committee
Mines. Prof. Miller published numer Timothy L. Erickson ous papers in refereed journals such Prior to joining Vehicle Projects Inc, as the Journal of the American Mr. Erickson spent 10 years as a soft Chemical Society. As President of ware engineer designing intelligent Vehicle Projects Inc, besides leading process control systems utilizing the company, he frequently presents impedance-sensing technology. its work at leading international con Previous roles included Control ferences. In 2007, he founded the Systems Engineer for a system-inte independent company Supersonic gration company as well as serving Tubevehicle LLC whose mission is six years as a submarine officer in basic scientific and engineering the United States Nuclear Navy. As research on vehicles operating in a Controls Engineer at Vehicle Projects hydrogen atmosphere on aerostatic Inc, Mr. Erickson works closely with gas bearings. Dr. Miller received his the Design Engineer developing the PhD degree in chemistry from the control systems that run fuelcell vehi University of Illinois, Urbana- cles. He earned his B.S. degree in Champaign. electrical engineering with a com puter science minor from the Kris S. Hess Colorado School of Mines. Prior to joining the Vehicle Projects team in 2006, Mr. Hess worked at James L. Dippo the General Motors Technical Prior to joining Vehicle Projects Inc Center in advanced vehicle develop in 2007, Mr. Dippo spent 25 years ment beginning in 1998. His roles working in research and develop included Subsystem Design ment, both in the public and private Engineer, Concept-Vehicle Lead sector. Project work included alter Engineer, and Concept-Vehicle native-fueled vehicles, catalysis, cata Program Manager. This diverse back lyst reactor design, data acquisition, ground has provided the depth of laboratory design and construction, experience to successfully execute manufacturing-line development, projects at both the technical level intellectual property creation, patent and total-vehicle integration level. As prosecution, and project manage Design Engineer at Vehicle Projects ment. Mr. Dippo is Project Manager Inc, Mr. Hess is responsible for engi at Vehicle Projects with responsibili neering design, CAD modeling, and ties that include interfacing with fun- engineering integration with project ders, clients, and partners; negotiat partners. He received his BS degree ing agreements and contracts; and in mechanical engineering from the enforcing project timelines and pro University of Michigan-Ann Arbor jected work. He received his BA and MS degree in engineering from degree at Fort Lewis College in Purdue University. Durango, Colorado. New Technologies Committee 113
Figure 1 - Hydrogen Fuelcell Locomotive during press event held at BNSF 29 June 2009. 114 New Technologies Committee
2008 2009 2010 Oc No De Ja Fe Ma Ap My Jn Ju Au Se Oc No De Ja Fe Ma Ap My Jn Ju Au Se Oc No De
- Fabrication of switcher
Testing of swither | ] Demonstration in LA Basin I ]Demonstration on military base
Figure 2 - Final Schedule for the Fuelcell Locomotive Project This project commenced in May of 2006.
TEST | STATUS | WHEN
A OFF-BOARD SUB-SYSTEM PERFORMANCE
1 Cooling module complete OCT 08
2 Primary cooling complete OCT 08
3 Lube oil (for fuelcell air system) complete NOV 08 4 Secondary cooling complete NOV 08
5 Fuelcell air complete DEC 08
6 Hydrogen {fuelcell powerplant only) complete JAN 08 7 Fuelcell stack modules, internal support systems complete JAN 08
8 Hydrogen storage - module test complete JAN 09
9 DC to DC converter - module test complete MAR 09
B OFF-BOARD SYSTEM PERFORMANCE
1 PH1 - all syslems using "dummy" loops, no fuelcell modules complete DEC 08
2 PH2 - full system run, start up, shut down, step power loads complete JAN 08
3 PH3 - full system run, transient tuning complete FEB - MAR 09
4 PH4 - full system + DC to DC converter, tune for start up, shut down, transients complete MAR 09
C ON-BOARO AND FUNCTIONAL LOCOMOTIVE TESTING - TOPEKA. KS
1 Powerplant start up and shutdown complete APR 09
2 Hydrogen system purge, fill,leak check complete APR 09 3 Locomotive emergency stop and hydrogen detection complete APR 09
4 Fuelcell powerplant and locomotive control communication complete APR 09
5 Functional traction battery charge with fuelcell powerplant complete APR 09
6 On-rail move and operation check out complete APR 09
7 Low-speed move, - 20 hrs run time complete MAY 09
8 Noise assessment - determine if additional measures needed complete MAY 09
D LOCOMOTIVE PERFORMANCE - TTCI * - PUEBLO, CO
1 Impact, durability and shock detection validation scheduled AUG 09
2 Fuel economy - validate fuel storage to duly cycle scheduled OCT 09 * Transportation Technology Confer, tnc
Table 1 - Hydrogen Hybrid Fuelcell Locomotive Test Plan Diesel Mechanical Maintenance Committee 115
REPORT OF THE COMMITTEE ON DIESEL MECHANICAL MAINTENANCE FRIDAY, SEPTEMBER 18, 2009 10:30 A.M.
Chairman JEFF CUTRIGHT Senior General Foreman Norfolk Southern Corp. Roanoke, VA
Vice Chairman GEORGE KING, II Chief Mechanical Officer NYS&W RR Cooperstown, NY
COMMITTEE MEMBERS R. Aranda Genl. Foreman-Locos. Belt Railway of Chicago Bedford Pk., IL I. Bradbury CEO Peaker Services Brighton, MI S. Bumra Fleet Engr. Amtrak Chicago, IL D. Cannon Mgr. Syst. Loco. Mech BNSF Rwy. Ft. Worth, TX M. Daoust Chief Mech. Off. Tshiuetin Rail Transp. Clarke City, Que T. Frederick Mech. Engineer CSX Transportation Jacksonville, FL D. Freestone Mgr.-Loco Opns. Alaska RR Anchorage, AK C. Fukala CMO Rail America Sherwood, AB J. Hedrick Principal Engineer SW Research Inst. San Antonio, TX T. Kennedy Mgr.-Mech Engr I Union Pacific RR Omaha, NE J. Sherbrook Vice President & GM Loco Docs, Inc. Morris, IL T. Standish Quality Mgr. Electro Motive Diesels LaGrange, IL T. Stewart V.P. Engineering Advanced Global Eng. Atlantic Bch. FL *R. Svoboda Mech. Compl. Off METROLINK Los Angeles, CA *G. Winsel Asst. Manager Canadian National Edmonton, Alberta *Standby Note: Robert Wullschleger of New York & Atlantic Rwy. joined the committee in July 2009 116 Diesel Mechanical Maintenance Committee
PERSONAL HISTORY
Jeff Cutright
Jeff was born in West Virginia repairand back shops that special and attended WVU earning a ize in both GE and EMD overhaul BSME in 1979. He joined Norfolk and components. Jeff has been Southern Corp. in 1980 as a man active with LMOA since 1994 and agement trainee after a year and a earned an MBA from Averett half with Weirton Steel. Jeff has University in 2004. Jeff and his held many positions in the NS wife Leonita have two teenage Mechanical Department, including daughters Sarah and Haley that are staff and shop supervision. His very active in sports. work experience includes all aspects of Locomotive Maintenance, including running Diesel Mechanical Maintenance Committee 117
THE DIESEL MECHANICAL MAINTENANCE COMMITTEE WISHES TO EXPRESS THEIR SINCERE APPRECIATION TO THE PROVIDENCE & WORCESTER RR AND DAVE RUTKOWSKI FOR HOSTING THEIR WINTER COMMITTEE MEETING IN WORCESTER, MA
THE COMMITTEE ALSO WANTS TO EXTEND A SPECIAL THANKS TO PAUL FOSTER AND POWER RAIL FOR SPONSORING THE COMMITTEE'S DINNER AT THE NEW ENGLAND RAIL EXPO ON MARCH 24,2009
WE ALSO WISH TO THANK THE FOLLOWING INDIVIDUALS FOR HOSTING A DINNER ON MARCH 23,2009
CHARLES BOYLE - MAGNUS PAUL FOSTER - POWER RAIL JACK KUHNS - GRAHAM WHITE 118 Diesel Mechanical Maintenance Committee
VARIABILITY AND THE TOYOTA tion PRODUCTION SYSTEM 1. Base your management deci Presented by sions on a long-term philoso Ian Bradbury phy, even at the expense of Peaker Services, Inc. short-term financial goals. • The right process will produce Introduction the right results There has been a lot of effort to 1. Create continuous process flow apply methods from the Toyota to bring problems to the sur Production System (TPS), which face; drew heavily from the work of W. 2. Use the "pull" system to avoid Edwards Deming and Henry Ford. overproduction; This has more recently been repack 3. Level out the workload (heijun- aged in the more generic form of ka) "Lean Manufacturing System". It's 4. Build a culture of stopping to fix also sometimes referred to as the problems, to get quality right "Just in Time (JIT) system". from the first; Application of the methods has 5. Standardized tasks are the extended far beyond traditional mass foundation for continuous manufacturing processes into serv improvement and employee ice industries (e.g., healthcare), logis empowerment; tics, engineering and so on. 6. Use visual control so no prob Problems have resulted from appli lems are hidden; cation of these methods in an ad 7. Use only reliable, thoroughly hoc fashion, with the resultant admo tested technology that serves nition that the methods are interde your people and processes. pendent and thus need to be applied • Add value to the organization by as a systemic whole. Different forms developing your people and part of managing variation appear as ners objectives or methods within TPS. LGrow leaders who thoroughly This paper explores whether manag understand the work, live the ing variation is simply a method, or philosophy, and teach it to oth more fundamental to successful ers; implementation of TPS. 2. Develop exceptional people and teams who follow your The Toyota Way company's philosophy; The 14 Points of the Toyota Way are 3. Respect your extended network a long-term philosophy used by of partners and suppliers by Toyota that contains the Toyota challenging them and helping Production System: them to improve. • Continuously solving root prob • Having a long-term philosophy lems drives organizational learn that drives a long-term approach ing to building a learning organiza 1. Go and see for yourself to thor- o o o 3 "Discover The Locomotive Engine o <• DaOfinn Cff continuous research and development and for MIBA's 01 Miba 3 O manufacturing quality assurance systems to provide the added AAR Quality Assurance Certification M-1003 (740) 962-4242 FAX (740) 962-8202 120 Diesel Mechanical Maintenance Committee oughly understand the situation designed into existing production (Genchi Genbutsu); systems. 2. Make decisions slowly by con In Figure 1, Load Leveling (elimi sensus, thoroughly considering nating variation from the production all options; implement decisions schedule) is depicted as being at the rapidly; foundation of TPS. It should be 3. Become a learning organization noted that the ideal final stage of through relentless reflection TPS application results in processes (Hansei) and continuous that exhibit "single-piece-flow", improvement (Kaizen). where production rates at each inter mediate step are synchronized, and Levelingout the workload is reduc production matches customer tion of variation in the scheduling of demand throughout the entire value work. Task standardization is reduc stream. tion of variation in the performance This brings us to question whether of work. Certainly management of variation reduction is just a part of variation appears here, but arguably TPS, or is in some way at its founda also in basing management deci tion; an enabling strategy? To investi sions in a long-term philosophy (con gate this, we will look at simple stancy of purpose). queuing systems. It is recognized that the TPS approach includes TPS Objectives defining and managing levels of stan The three main objectives of TPSare dard-work-in-process to avoid large to design out: queues, however this is not always possible. The theory and discussion LMuri - Overburden; below applies to many actual 2. Mura - Inconsistency, and; processes. 3.Muda - Waste a. Over-Production A Simple Queue b. Motion (of operator or Figure 2 shows a generic simple machine) single server queue. In such a sys c. Waiting (of operator or tem, "inputs" arrive over time for machine) "work/service". If the server is occu d. Conveyance pied by a previous arrival, the new e. Processing Itself arrival joins a queue and waits for f. Inventory (raw material) service. Once the server becomes g. Correction (rework and scrap) available, the work/service is per formed and the inputs become out Managing Variation appears as a puts. top-level objective in terms of Any production system can be designing out inconsistency. Much thought of in these terms; raw mate of the focus of applying TPS, howev rial or the work output of previous er, has been reduction of the seven operations arrives, queues as in- forms of waste that has been process inventory until the operation Diesel Mechanical Maintenance Committee 121 becomes available, then work is per (assuming 24 hour operation). The formed to generate the finished average time to process a locomo product. tive is tp = 1/6 day = 24/6 = 4 hours This model can also be applied to The requirement that the average service systems, such as teller serv processing time must be less than ice or checking out at the grocery the average time between arrivals is store. In such cases, it is the cus an alternative way of expressing this tomer who is waiting and obtaining first principle. a service, rather than material being The utilization, p, isp= tp/ti = RJ worked on. Rp. In our example, we would have The inspection and repair of loco p = 4/4.8 - 0.8333, or 83.33%. This motives can be seen fairly easily in represents how much of the capaci terms of the production queuing ty is being used. The closer the value model. Perhaps less obvious is appli is to 1 (100%), the more efficient the cation of the service view to the operation. logistical operation of the railroad as If the locomotives were to arrive a whole. In this case, customer for service with perfect uniformity goods are arriving with the server (i.e., every 4.8 hours, on the dot) and (railroad) performing the service of they were serviced with perfect uni transportation. formity (i.e., every locomotive serv Complex system models can be built iced in exactly 4 hours), no queues from this simple foundation. would ever build up. Naturally how ever, locomotives vary in the length Principles for a Simple of time between arrivals and the Queuing System1 length of time required to process The first principle for any simple them. As the rate of arrival exceeds queuing system is that the average the rate of processing from time to rate of arrivals of units for service (*,) time, queues will inevitably develop. must be less than the average rate of There can also be times when there processing (Rp). If this is not the case, are no locomotives in the queue or then over time the queue will just being serviced. grow and grow. For example, if loco In order to look at the impact of motives arrive for service at a run variation, we need some relative ning repair shop at an average rate idea of variability. of five locomotives per day, the shop The standard deviation, °i (°P.) is will have to average at least five loco used to describe the variability in motives serviced per day to avoid arrival (processing) time respectively. this problem. For this example, let's The coeffficient of variation, C,= assume the shop is capable of serv a iI iff Cp = Op/tp) is a standard icing six locomotives per day, on measure of how variable the times average. Another way of looking at are. Conventionally for queuing sys this is that the average time between tems, If Cv is the coefficient of varia arrivals of locomotives for service is tion; h =1/5 day - 24/5 - 4.8 hours • Cv^0.75 is considered low vari- 1A summary of symbols used Is provided in Table 1 122 Diesel Mechanical Maintenance Committee ability; inputs the number of locomotives • 0.75 CW'J WWW.SPowerRail.com1TM W fSCCA- - --'A ... J Cooper Bearings PowerRail Mfg. M .:•' a . PowerRail Independent Electric PowerRail Distribution Inc. offers a complete line of New and Re-ftlanufactured products to support both EMD & GE Locomotives. Our full service repair facilities provides a True Re-Manufactured product that meets any Quality Budget with On-Time Proven Performance. PowerRail Distribution Inc. 205 Clark Road Duryea,Pa. 18642 Phone: 570-883-7005 Fax: 570-883-7006 126 Diesel Mechanical Maintenance Committee variation of 1 to 0.5, considered er in any work system. 'low' variability. The input and out Systems with variability must be put tables are shown in Figure 11 buffered by some combination of and Figure 12 respectively. The inventory, capacity or time. steady state average number of loco If you cannot (or choose not to) motives in the queue drops from the reduce variability, you will pay in base case of 9.6131 to 2.4033 - a terms of high inventory (waiting 75% reduction in average queue times) or excess capacity. size for 50% reduction in variation, It is fairly common to see a push for bringing average availability above "across the board" improvement in 97%. asset utilization within an organiza Figure 13 shows a simulation tion. If this were the case in our rail result that's slightly worse than the road model above, there would steady state long term average (2.63 simultaneously be a push for maxi vs. 2.40). This shows far greater con mizing locomotive availability (mini sistency in the size of queue and mizing out of service time) and max therefore consistency of locomotive imizing the capacity utilization of availability. the shop. What the OM triangle illus trates is that these two objectives are Reduced Variation Results through directly in opposition to each other, Increased Capacity? variation held equal. This can also be It is possible to achieve the same seen in Figure 15, which shows that average queue size observed for the as you push harder and harder reduced variation case (2.4033) with towards 100% capacity utilization, the base case 'medium' variability queue size grows geometrically through increasing capacity instead. (with the level of variability as a non To see how much capacity has to be linear multiplier). added, we need to solve the follow The leverage of reducing variabili ing inventory application of the ty is therefore very clear - the less variability you have, the closer you P-K formula for ^p: 2*b-!£±*L£-2 1-p , which gives p = 0.7598 . In other can get to 100% capacity utilization words, capacity has to be increased and minimum out of service time. tothe point that utilization is reduced Variation reduction helps simultane to 76%. This is an increase in capac ously with two drivers of operating ity of 0.9132/ . i 2019 or 20.19%. efficiency that are otherwise in ten 70.7598 1ZUiy sion. The OM Triangle This is the real key to the Toyota The OM (Operations Production System - minimizing Management) Triangle is depicted in arrival time variation through level Figure 14. This is a graphical repre scheduling and minimizing process sentation of the fact that variability time variation through standardized (in arrival and processing times), work are the key enablers to allow inventory/delays and capacity (uti ing the system to operate with such lization) are inextricably tied togeth high efficiency. Given the leverage Diesel Mechanical Maintenance Committee 127 of variation reduction,we will end by motives for service. Managing the considering some methods for appli locomotives back to arrive for serv cations previously considered. ice appointments would likely add cost logistically - it would have to be determined whether the cost savings Reducing variability in arrivals from reduced out of service time are As mentioned above, in a produc a net benefit. It is also the case that tion system (such as the typical condition based maintenance and application of TPS), the option of run to failure will have more variabil 'level scheduling' exists. The difficul ity in their arrival times than sched ty of this should not be minimized. uled maintenance. A cost/benefit Toyota fixes the production schedule analysis of these practices should for months at a time. This means that not just compare the cost of parts, they produce more vehicles or fewer but also consider the variation vehicles of a particular model than impact on operational efficiency. the market actually demands. They Finally, we consider provision of have determined that it is better to freight service by the railroad. If we resist the temptation to respond to look at the movement of freight from short-term fluctuations in market point of receipt to point of delivery demand for the system benefits of as the service being performed, the high operating efficiency and assem arrival time variability is in the depar bly quality that result. Toyota also ture of trains. If we contrast waiting establishes limits to the level of until the train is full to depart with inventory allowed before an opera departure on a fixed schedule, we tion, intentionally shutting down the can see the latter as a method for prior operation when the limit is reducing variation in the arrival time met. The investigations of why the distribution. This should result in shutdowns occur result in many improved operating efficiency and small improvement cycles and result predictability of final delivery and ant variation reduction in continual reduced average shipment time. pursuit of the one piece flow ideal. In customer service operations, it Reducing variability in processing can be difficult to manage variability Generally speaking, the work in arrival time. In many cases, it is processes are what you manage, so necessary to just design the service there should be more options here. system around it. Asking customers In a traditional production system to schedule an appointment, as is application of TPS, there are a num done for example with doctors' or ber of things that can be done to dentists' offices, is an effort to reduce variation in process time. reduce the variability of times Looking back to the long term phi between arrivals. losophy of TPS above, #5 - stan In the example of the locomotive dardized tasks is most clearly aimed service facility we considered earlier, at (in part) reducing variation in the we could similarly schedule the loco time taken to perform the work. 128 Diesel Mechanical Maintenance Committee Most of the other elements of "The general, customer service requests right process will produce the right can be 'triaged' according to the results" can also be seen as support type of service requested and ing reduced variation in process accordingly directed to service per time. #1 (Create continuous process sonnel. Bythis method, work can be flow to bring problems to the sur streamed to allow for greater stan face), #4 (Build a culture of stopping dardization and consistency within to fix problems, to get quality right stream. Some overhaul shops have from the first) and #6 (Use visual successfully employed this method control so that no problems are hid ology before, where they separate den) are all aimed at fixing produc the incoming work for instance as tion problems at their root, which 'standard' and 'special'. The standard should lead to greater consistency overhauls were sent down an inter (reduced variation) of process times nal line that was able to work very over time. #7 (Use only reliable, efficiently and consistently. The spe thoroughly tested technology that cial overhauls were sent to outside serves your people and processes) vendors, but could equally well have also supports predictability and been sent to a separate internal dependability of methods and there group. fore consistency (reduced variation). Establishing procedures or work In customer service applications, instructions, work stations with all of these same concepts can often be the required tools, standardized applied. It is sometimes argued that training by dedicated trainers and in such cases, you do not directly improved maintenance of service control the variability in the service equipment are methods that can be requested by the customer. For employed to reduce the variability in instance, a computer help line does time required to perform a given n't directly control the problems that work scope. Generally speaking, it is customers need help with and an also better if the order of operations emergency room doesn't directly can be organized to place the stan control the injuries patients come in dard operations first, leaving differ with. One variation management entiation to the end of the process. If method is to limit the range of serv there are predictable patterns to the ices offered. This may be a good variation in arrival rates, labor capac approach in some circumstances, ity can also be scheduled to com but problematic in others (a patient pensate for this. being turned away from the ER due The same concepts of task stan to the hospital choosing to not treat dardization can be employed for the their type of injury, for instance). movement of freight. Generically One ER practice may be illustrative speaking, variation in outcomes here though; that of triage. In triage, comes from variation in methods, the receiving personnel classify the equipment, environment, people incoming patient according to sever and materials. Analysis of the main ity and urgency of the injuries. In drivers would be necessary, but stan- Diesel Mechanical Maintenance Committee 129 dardizing training, jobs, equipment and crew assignments to given routes could be considered. TPS techniques for making problems visi ble could also be employed. Conclusion Reduction of variation should be your focus if your interest is to improve operating efficiency and service level simultaneously. It has been key to Toyota's success. References Download Excel Simulator - http://files.me.com/isb1/oh05rc Excel add in - http://hometUChicago.qdM/-rrnygr^Qp/^ ddins.htm Managing Business Process Flows - Anupindi et al., Prentice Hall, 1999 The P-K formulae & OM Triangle - http://www.neilsoniournals.com/OMER/ sOMTrianele.pdf Toyota Motor Corporation - http://www.tovota.co.ip/en/vision/ TPS graphic - www.1000ventures.com Wikipedia on TPS - http://en.wikipedia.org/wiki/Tovota Production System & http://en.wikipedia.org/wiki/The To yota Wav 130 Diesel Mechanical Maintenance Committee Symbol Description t. Average time between arrivals of units ', Average time to process (service) units a\ Standard Deviation of time between arrivals of units °p Standard Deviation of time to process (service) units "•-X Average arrival rate of units *-x Average process (service, departure) rate of units p-K Utilization- proportion of theoretical capacity being used C<-X Coefficient of variation for time between arrivals of units c>-ati Coefficientof variation for time to process (service) units Table 1 Toyota Production System 5S 7 Wastes Just Suggestion System In Visual Controls Time DefectWarning (JIT) Total Preventative Maintenance (TPM) Standard Operations Load Leveling Figure 1 Diesel Mechanical Maintenance Committee 131 ^QQQB Arriving Departing Being served Queuing (waiting for service) (in process) Figure 2 Input values Number of locomotives serviced by facility = 125 Number of inspections per year •• 4 Number of active working hours per day • 24 St. Dev. Time between arrivals o, 17.52 No. of locos able to be serviced at the same time ' c 1 Average Process (Service) Time (hours)' (p 16.00 °p 16.00 Figure 3 132 Diesel Mechanical Maintenance Committee Output values Average Arrival Rate (units/hr) Ri 0.0571 Average time between arrivals 17.5200 Arrival (Demand) Coefficient of Variation = c, 1.0000 Processing Rate (units/hour) RP 0.0625 Process Coefficient of Variation cP 1.0000 Utilization Rate P 0.9132 Average Number of Locomotives in Queue 9.6131 Average Queue Time (hours) 153.8092 Figure 4 Humbar of Locomothraa Ralainad par Waak ill! Figure 5 Diesel Mechanical Maintenance Committee 133 NaotMr of LacomoOww SMppad par «M -3S85S3S8S§ a S 3 3 2 S 2 5 2 § 5 2 S § 8 i ? 2 § 8 Figure 6 SSa333K8SS WatwcoHjiuniuHiiiB rtptrWrti 3 K a 8 I 3 S 3 3 3 § 5 2 5 § s S» Figure 7 134 Diesel Mechanical Maintenance Committee Input values Number of locomotives serviced by facility = 125 Number of inspections per year = 4 Number of active working hours per day 24 St. Dev. Time between arrivals = a, 26.28 No. of locos able to be serviced at the same time = c 1 Average Process (Service)Time (hours) = tp 16.00 °p 24.00 Figure 8 Output values Average Arrival Rate (units/hr) 0.0571 Average time between arrivals •• 17.5200 Arrival (Demand) Coefficient of Variation = c, 1.5000 Processing Rate (units/hour) RP 0.0625 Process Coefficient of Variation cP 1.5000 Utilization Rate = p 0.9132 Average Numberof Locomotives in Queue = 21.6294 Average Queue Time (hours) = 346.0707 Figure 9 Diesel Mechanical Maintenance Committee 135 °l\j\rS\[y^^ 3 8 3 8 8 g 3 8 3 8 8 3 § 5 5 3 S 5 2 3 S 5 S 3 Figure 10 ' Inputvalues Number of locomotives serviced by facility = :•. •-• *** Number of inspections per year = ;.;* Number of active working hours per day = ! -M St. Dev. Time between arrivals = Oi No. of locos able to be serviced at the same time = c Average Process (Service) Time (hours) = °p ' 8.00 Figure 11 136 Diesel Mechanical Maintenance Committee Output values Average Arrival Rate (units/hr) Rt 0.0571 Average time between arrivals 17.5200 Arrival (Demand) Coefficient of Variation = Q 0.5000 Processing Rate (units/hour) i RP 0.0625 Process Coefficient of Variation CP 0.5000 Utilization Rate p 0.9132 Average Number of Locomotives in Queue 2.4033 Average Queue Time (hours) 38.4523 Figure 12 • = = s z a a«w»jrf»——» Hi HiH—wj,—,—«»l iPip,i I an.il III IIS Figure 13 Diesel Mechanical Maintenance Committee 137 Capacity Variability Inventory/Delay Figure 14 •Low Variability Medium Variability -High Variability * o- *• <>• o- o- o- o- *• *• * o- o- o- o- o- o- o- o- Utilization Figure 15 138 Diesel Mechanical Maintenance Committee THE THOROUGHBRED ing from five to six percent over the MAINTENANCE SYSTEM last 10 years. Prepared by In 2008, we again led the industry Don Craab, with an out-of-service ratio of 5.65%. Norfolk Southern CSX remains our strongest competi tor on this metric, however Union At Norfolk Southern, there are typ Pacific has been on the move, ically around 1300 people perform emerging as a strong competitor. ing locomotive maintenance at six We believe our success is attribut running repair shops. These shops able to some things we do different are located in Bellevue, Ohio, ly than the other carriers. So, let's Elkhart, Indiana, Pittsburgh, take a few minutes this morning to Harrisburg, Chattanooga, and review six cornerstones of the Roanoke, Virginia. About another Thoroughbred Maintenance System 1000 persons perform work at two that we believe have contributed to backshops, located in Altoona, PA our success. and Roanoke, VA. There are also 16 The first principle is foundational division shops located throughout in nature. We strive to buy new the network where as many as locomotives and retire select older another 300 persons perform main units ever year. Since 1995 we've tenance, primarily on our yard and spent over $2 billion dollars on new local fleet. units. Many older models, the B23- So let's take a few minutes to dive 7's, B30-7A's, B36-7's, C30-7A's, into our locomotive maintenance C30-7's, C36-7's, GP38's, GP40's, philosophy, which I have chosen to SD40's, and others have been call the Thoroughbred Maintenance retired. Our road fleet today is as System. This is not a new system, new as any major carrier. Our yard but rather the product of two and local fleet, some 1300 units decades and two mergers. strong, is comprised of almost all Thoroughbred Maintenance con Dash 2 or later model vintage with tains the fingerprints of numerous the exception of a dozen or so Mechanical Department officers, SW1500 units. past and present, that have worked It may interest you to know that I at Norfolk Southern. represent the Mechanical Over the years, Norfolk Southern Department on a team of eight per has been recognized for having the sons representing Transportation lowest out-of-service ratio. For more Operations, Purchasing, Finance, than a decade, we were averaging a Marketing, and Information 4.5% bad order ratio. In fact, in Technology. Each year this team 1998, we had a 4.3% bad order makes recommendations on what to ratio, our lowest for any calendar buy, lease, or retire in the way of year. Unfortunately, recent perform locomotives. We've also developed ance has not been as favorable with a number of programs using capital our out-of-service ratio typically vary funds to keep our yard and local Locomotive Maintenance Officers Association 139 ANYTOWN, USA— Graham-White's Remanufacturing Super Hero, REMAN, has been credited for saving thousandsof dollars with his swift action. Railroads across North America canmaximize carvelocity and lowercostsdue to his tireless dedication to truth, justice and the Graham-White way. A satisfied customer exclaims, "afterflashing the GW signalfor REMAN's rapid response rescue, ourtired and worn-out parts were made like new again! Now, with the remanufacturing Powerof REMAN, we don't worry about overall performance. Thanks REMAN for saving today." To SignalREMAN: Virginia: 540.387.5620 Lousiana: 318.429.4797 GRAHAM-WHITE Nevada: 775.841.2700 PRonmmi Reliable Transportation Solutions'" Ew reman.grahamwhite.com 140 Diesel Mechanical Maintenance Committee fleet the best in the industry. As evi Administration. dence of that, we have had substan We also perform what we call tial rebuild programs of GP38, "mid-life" tune-ups between over GP40, and SD50 power, rebuilding hauls, which have helped us approximately 230 units in the last immeasurably with diesel engine eight years. We have also rebuilt a performance. Fuel test data indicate number of slugs and recently con that mid-life tune-ups help with our structed some with operator cabs. fuel efficiency as well. The mid-life Few carriers have invested in their tune-up consists of a number oftasks yard and local fleet over the past that are required by the emissions kit decade as aggressively as Norfolk provider, such as an injector change- Southern. Clearly, one of the cor out, as well as other tasks we at nerstones of our Thoroughbred Norfolk Southern have found to be Maintenance System is the acquisi necessary and best performed in a tion of new units for the road fleet backshop. Mid-life tune-ups on and the on-going renewal of our yard General Electric locomotives are per and local fleet. formed at Roanoke shops, while The second foundational element EMD units receive their mid-life tune- of our Thoroughbred Maintenance ups in Altoona. Services is what we call "program The third element of our work". I am now speaking of our Thoroughbred Maintenance System engine overhaul, truck overhaul, is what we call "routine mainte midlife tune-up and paint programs. nance". Perhaps it should more When it comes to engine overhauls, appropriately be described as sched Norfolk Southern has long been very uled maintenance because indeed it aggressive. On a percentage basis, is scheduled around the federally we overhaul more diesel engines mandated inspection requirements than perhaps any other railroad. We at 92-day intervals. In 2008, we perform the preponderance of these focused on supplying the shops with engine overhauls at Altoona, PA, a steady, predictable flow of units. however, we also perform GEengine As a result,we have experienced the work at our backshop in Roanoke, benefit of decreased dwell time. In Virginia. 2008, we added four "Lean We consistently overhaul our Engineers"at running repair shops to trucks, or as the Europeans say, promote involvement of our employ "Bogies". I think we reap the bene ees and efficiencies of our process fits of that on fuel racks and during es. We continue to focus on loco 92-day inspections, where our motive dwell time, quality of inspec inspectors find running gear that is tions and repairs at 92-day routine well maintained and in good condi maintenance. Currently, we are tion. I might also add that this level undertaking an initiative called "pin of maintenance is well received by pointing", where we focus specific our Motive Power and Equipment crafts on improving specific locomo inspectors from the Federal Railroad tive issues that hinder our success on Diesel Mechanical Maintenance Committee 141 post 92-day inspection performance. fleet, routes them to shops, coaches' We encourage the system shops to shop supervision on proper repairs, audit their 92-day inspections and and then monitors post-treatment our Manager of Locomotive performance. Units that continue to Maintenance, from our staff, com perform poorly are returned to the pletes unannounced "external" shop where the work was per audits of 92-day inspection work formed. All of the running repair quarterly. shops participate in this program The fourth element of our and are ranked for their perform Thoroughbred Maintenance System ance. Our smaller division shops are is what we call "Specific also joining the battle as they work Improvement Projects". Long ago, on bad actor yard and local engines when 3M was on the property as assigned to their divisions. We have our quality consultants, they talked found that this technique of "pulling about the virtues of specific ourselves up by the bootstraps" is improvement projects in promoting vital to our success if we are to success with quality. No matter how reduce unscheduled shopping good a locomotive maintenance events. program a large carrier may have, The final element of our there are systemic locomotive prob Thoroughbred Maintenance System lems emerging all the time. These can best be described as usually affect specific models which "Troubleshooting Methods and share components or software. As Technical Training". It is an unfortu part of our Thoroughbred approach nate fact; the railroad industry is suf to locomotive maintenance, we seek fering from a continuous loss of loco the input of our locomotive teams motive knowledge. This is occurring and our Mechanical Department in the face of increasingly complex staff to generate proposals on proj locomotive technology. At the end ects we can initiate to improve loco of the day, not knowing how some motive maintenance. We develop thing works results in delays, and you costs, projected improvements, and are less certain it is fixed when you justification to move these 1-2 year are done. programs ahead each year. To deal with this, we continue to One of the realities of large scale ramp-up technical training. In the railroading with a fleet the size of first quarter of 2009, we finished an ours is, some locomotives will be additional classroom in Roanoke, lost in the shuffle and perform poor located within what we call our ly in terms of reliability. To deal with "Continuing Education Center. This this we have a safety net we refer to classroom is equipped with a fully as the "WOW" (Worst of Worst) pro functional Dash 2 electric cabinet. gram. We have a full-time staff per Perhaps you are questioning why we son devoted to managing the WOW would be training on this 35 year-old program. This person selects bad technology in 2009. Well, with near actor locomotives from our active ly 1000 Dash 2 locomotives in our 142 Diesel Mechanical Maintenance Committee yard and local fleets, we expect ments of success for our some of these units to be around for Thoroughbred Locomotive a long time. Further, an employee Maintenance system. It's a big sys who understands the Dash 2 electri tem with many players. Although cal system has a useful foundation of there are things Iwish we did better, knowledge for learning the control we have demonstrated what we are systems of more sophisticated loco capable of in terms of safety, quality, motives. We've also finished an and productivity. inspection pit, to be used for ground relay training. This facility is central ly located in Roanoke, where most shopcraft employees are able to drive there within five hours. Our two staff training positions, assisted by two dozen "Training Gang Leaders", continue to develop new training materials every year. Our course offerings, most of which are 4-1/2 days in duration, are complete with quizzes, hands-on training, and a final exam. This year we intro duced a 26L air brake class and began a course on SW and MP type switch engines. Also beginning in 2010, we plan to start a CCBII elec tronic airbrake class and a course on AC Evolution Series locomotives. At this time I want to tell you about our locomotive teams; specifi cally our Dash 8/9, Evolution, SD70 and SD60 teams. These teams are comprised of shopcraft employees who voluntarily participate. Typically, these teams have one or two salaried supervisors and a serv ice engineer from EMD and GE, in addition to the six to eight agree ment employees. Each team meets 4-6 times per year and are the source of many of our ideas for spe cific improvement projects to reduce unscheduled shopping events. In summary, these are the six ele- Diesel Mechanical Maintenance Committee 143 AIR COMPRESSORS- sor water inlet manifold. This elimi BEST PRACTICES- nates freeze damage due to incom BACK SHOP MAINTENANCE plete draining of the air compressor PART II coolant by allowing the air compres Preparedby sor to drain independently of the James Sherbrook, engine cooling system automatic LOCODOCS, Inc. dump valves (Union Pacific Railroad). Introduction To prevent inaccurate air compres Continuing from last year's paper sor oil level readings, an East Coast with air compressor overview of railroad has opted to remove oil types, drives, suggested preventative gauges and install dipsticks on all of maintenance practices and mainte its compressors. Dipstick readings nance strategies, this paper will have proven more accurate (PWRR). address failure corrective actions Oil specifications for air compres and unaddressed concerns. sors have changed over the years by original equipment manufacturers Failure Corrective Actions (OEMs) to improve performance. Back shop preventative mainte Earlier oil specifications allowed oil nance personnel have developed to travel by the piston and to be retrofit procedures to combat water pumped into the cylinder heads, cooled compressor freezing and low causing accumulation on the com oil levels. To prevent water cooled pressor valves. Air compressor air compressors from freezing during intake and exhaust valves would cold weather operation, an East then operate at temperatures high Coast railroad has drilled the blank enough to turn the oil into carbon. ing plate on WBG style compressors Smaller air passages resulted from and added freeze plugs. The same carbon build up on valves. This railroad has also added freeze pro caused even hotter operation and tection valves around the compres reduced compressor efficiency. By sor. In the event of a freeze condi modifying oil specifications and uti tion, the water system will drain lizing air compressor lubricating oils itself. If the compressor begins to without anti-wear inhibitors, the pis freeze internally, the freeze plug will ton rings will conform to the cylinder push itself out allowing water to liner wall contours more closely and drain (Providence & Worcester quickly after overhaul. As the piston Railroad). rings and oil control ring wear in A West Coast railroad has combat quicker, oil bypass to the cylinder ed water cooled compressor freez heads and compressor valves is ing by replacing the original mani greatly reduced; thus, carbon build fold block assembly with a modified up on the valves is slowed facilitating manifold block assembly and freeze compressor efficiency (GEMS 6). protection valve, mounting this With the removal of anti-wear assembly directly to the air compres inhibitors from the air compressor 144 Diesel Mechanical Maintenance Committee crankcase oil, air inlet filter contami lowing properties: Viscosity-Saybolt nation from excess oil bypass in the Universal American Society for low pressure cylinder heads is avoid Testing and Materials (ASTM) D88 ed. Two major railroads using oil or D2161: 100 degrees Fahrenheit without anti-wear inhibitors extend (QF) for 130 to 180 seconds and ed the air compressor running main 210QF for 42 to 45 seconds and a tenance cycle to four years without pour point of ASTM D97 maximum ring or valve replacement (General 0fiF (S00049EP). Electric Maintenance Service 6). For EMD applied compressors Installation of Reed style with other than deep crankcases crankcase breather valves assist by (2.65 to 3.5 g oil capacities), an SAE reducing crankcase pressure keeping 30 weight grade oil containing anti- oil in the crankcase, not above the form, anti-oxidation and anti-rust piston. This breather valve reduces inhibitors with the follow properties: carbon build up, oil pumping into ASTM D88, D2422 or D446 and a the air filters and oil consumption pour point of when used with newly recommend ASTM D97 maximum 15QF (M.I. ed air compressor lubricating oils 1756). (GEMS 6). GE recommends using hydraulic Heavy detergent oils form hard oil with a ISO Viscosity Grade of 68; lacquer deposits on the cylinder flash point of 400 QF; a maximum walls and in the cylinder heads. This pour point of 20SF; without deter will result in oil carryover into the air gents and anti-wear characteristics; system. Heavy weight oils cause and with foam, rust and oxidation excessive wear in the piston pin Inhibitors (GEK-76679B). bearings. High film or detergent Seasonal changing of oil viscosity strength oils may improve piston pin may be required, especially when bearing life, but cannot be used SAE 30 is used in small crankcase because piston ring seating is affect capacity compressors (M.I. 1756) - ed and oil bypass is carried over into Figure 1. the air system, which is more detri Compressor oil should be sampled mental than piston pin bearing wear. and sent for analysis at half duty The presence of any lacquer or car cycle (three months) (M.I. 1144). bon deposits indicates an unsuitable When analyzing compressor lubricant (Electro-Motive Diesel crankcase oil, a rapid increase in cal Maintenance Instruction 1144). cium would indicate that engine Currently, EMD recommends lubricating oil has been added using a compressor lube oil for air instead of compressor crankcase oil compressors with deep crankcases (GEMS 7). If a rapid increase in cal (10.5 g and larger oil capacities) of a cium is found, visually inspect the Society of Automotive Engineers compressor for abnormal conditions (SAE) 10 weight turbine type grade and change the crankcase oil and oil containing anti-foam, anti-oxidation filter. and anti-rust inhibitors with the fol A rapid increase in silicon, fol- Diesel Mechanical Maintenance Committee 145 lowed by an increase in iron, would valve not less than the size of reveal that grit or dirt may have the pipe fitting on the valve end. bypassed the air filters and is now If air supply is inadequate, the present in the crankcase oil, acceler valve cannot be properly set. ating cylinder wear. Inspect air filter The valve must be fully assem seating. Clean the housing and bled before testing. replace air intake filters. Change 2. The valve must not apply before crankcase oil and oil filter as well the proper pressure setting. (GEMS 7). The valve blowdown must not One must know normal compres exceed 10 psi. sor operating conditions to deter 3. The valve should lift at a static mine abnormal conditions. Normal air pressure between 64 and 66 air compressor intercooler pressure psi (M.I. 1100). is around 45 pound-force per square If a leak is detected in a compres inch (psi). Normal main reservoir sor magnet valve (CMV or MV-CC) operating pressure is between 130 when the coil is not energized, the to 140 psi (GEMS 6). Air compres cause can be traced to either the sor oil pressure on start up will be inlet seat or the "O" ring on the bot approximately 45 psi when the oil is tom cap. Replace the "O" ring and cold. As the oil temperature increas seats (M.I. 4707). es, the oil pressure should drop with When investigating air compressor in the normal operation range difficulties, troubleshoot all other between 15 to 20 psi. Normal com appurtenances before disturbing the pressor crankcase lube oil temperate settings of the compressor control operates between 50SF and 300SF switch. Compressor control switch (M.I. 1100). At idle speed, the nor es are designed to be maintenance mal lubricating oil temperature free (M.I. 5512). If the switch is sus should be 140QF with an oil pressure pected as faulty, remove and bench between 18 to 25 psi (GP38-2). test (M.I. 5514). GE AC Evolution Series locomo When replacing flexible coupling tive air compressors have two safety rubber bushings in elastomeric and valves: one located on the inter flex gear coupling (GEJ-6693) in cooler and one on the aftercooler, direct drive compressor systems, set to open at 60 psi and 180 psi allow 24 hours to elapse before re respectively (GEJ-6845). attaching the couplings and aligning. The oil pressure relief valve, if This will allow the rubber lubricant to equipped, is preset at 20 to 26 psi dry. If the lubricant used to install (GEK-76313). the rubber bushings is wet, the bush The intercooler safety valve is pro ing can easily move from its desired vided to relieve excessive pressure location (M.I. 1765). buildup. This valve should be tested In EMD switchers, v-belts drive off and adjusted as follows: the compressor powering the front 1. Air supply to the valve must be traction motor blower and cooling adequate and the piping to the fan. Should a v-belt break, the loco- 146 Diesel Mechanical Maintenance Committee motive should no longer be operat When testing is complete, ensure ed, unless absolutely necessary. The that any installed test gauges are locomotive should return to the removed and the proper sized plug maintenance point for belt replace is inserted and tightened before ment (SW1). returning the locomotive to service Properly installed air compressor (S00049EP). suction and discharge valves require Other troubleshooting techniques both the correct assembly proce for various improper operating con dure as well as quality components ditions follow: Figure 2 from the OEM. If one of the valves 1. Low oil pressure shutdown: is improperly clamped, it may work Possible Causes: loose during operation. This could 1. Low oil level. result in valve breakage and poten 2. Blocked oil filter. tial compressor failure (GEMS 7). 3. Blocked suction tube Intercooler pressures can be an Corrective Actions: accurate indicator of air compressor 1. Fill oil to "SAFE" on dipstick. valve performance used to pinpoint 2. Replace oil filter and defect valves without unnecessarily crankcase oil removing valves from the compres 3. Clean suction tube and sor. To perform the test, first blow replace oil filter and down the air system. Next, remove crankcase oil (GEK-76313). the plug in the intercooler tapped 2. Excessive varnish on discharge port at the top of the intercooler. valves: Install an accurate zero to 100 psi Possible Causes: pressure gauge in the intercooler 1. Air discharge temperature is tapped port. With the gauge in too high. place, operate the locomotive at idle 2. Improper intercooler func and manually load the compressor. tion. Wait a few minutes for the intercool Corrective Actions: er and main reservoir pressures to 1. Inspect for broken dis stabilize. Normal intercooler pres charge valve. sure reads 45 psi. Normal main 2. Clean intercooler sections reservoir pressure reads between per OEM maintenance 130 to 140 psi (GEMS 6). instructions (GEK-76313). 3. Compressor knocking: Troubleshooting for Defective Possible Cause: Valves - Normal Operating 1. Unloaders do not have Conditions (GEMS 6) enough pressure to unload. Above normal intercooler pressure Corrective Actions: indicates that a valve in the high 1. Inspect unloader suppl lines pressure head is defective. Lower for unusual conditions. than normal intercooler pressure 2. Inspect unloader piston indicates a problem with valves in rings (GEK-76313). the low pressure heads (GEMS 6). 4. Insufficient output pressure or Diesel Mechanical Maintenance Committee 147 capacity: motors could have been prevented Possible Causes: by standardizing preventative main 1. Air filter silencer may be tenance practices (Norfolk Southern clogged. Railroad). Preventative findings fol 2. The pressure switch is out of low. adjustment. AC motor failure was viewed on a 3. Valves leak, are stuck, are locomotive sampling. Motor failure damaged or may be car was traced back to faulty motor con bonized. trol: air compressor control contac 4. Liners and pistons may be tor, computer control software, scratched or scored, piston motor connections, motor defect rings may be damaged. failures and unknown issues (NS). Corrective Actions: An on-site sampling of running 1. Inspect and clean. locomotives in service found a third 2. Inspect and adjust. had loose AC motor connections 3. Inspect and clean. and an additional third had loose 4. Inspect (GEK-76313). contactor connections. Motor con 5. Noisy while running: nections had been repaired during Possible Cause: preventative maintenance inspec 1. Review compressor knock tions, but numerous variations of ing. bolts and washers were used with 2. Inadequate lubrication. out standardization. Motor connec 3. Connecting rod caps may tions were not consistently torqued be loose. to proper connection values. Corrective Actions: Contactor connections were found 1. For inadequate lubrication, in various states and repaired by var check oil level and viscosity. ious means. Contactor tips were Oil viscosity may be too found with random stages of arcing. high or too low. Change fi-l No consistency regarding a contac ter and oil. tor change-out program was deter 2. To troubleshoot loose con mined by (NS). necting rod caps, remove An in-house review of bad order crankcase cover and inspect AC motors found a majority of fail (GEK-76313). ures were caused by: debris in the connection boxes, arcing at connec Unaddressed Concerns tion points, loose standoffs and A recent study to find the cause of absent lock washers at motor con why alternating current (AC) motor nection points. To remedy motor driven compressors were being connection point failures, the motor pulled from service found that air repair vendor replaced all standoffs compressors rarely failed. The study with a newly designed style standoff found that the majority of compres and applied Locktite® to the retain sors pulled from service were due to ing studs from the frame to the AC motor failure. Many of the failed standoffs. New universalized motor 148 Diesel Mechanical Maintenance Committee connection fasteners were supplied of Transportation (FRA). It is critical to the end user (NS). for modern locomotive air systems To standardize air compressor AC to function and should be addressed driven motor preventative mainte in a similar manner as are mandated nance practices to prevent AC motor brake valve change-outs. failure: 1. Ensure only OEM recommend Resources ed fasteners are used on motor and contactor connection EMD M.I. 1110, Air Compressors points. WBQf WXQf WXEf WBGf WXGr 2. Torque motor connection bolts ABO. API and ADX, Revision A, to OEM recommended torque (November 1961): 1 and 4. values. EMD M.I. 1144, Air Compressor 3. Inspect connection boxes for Models WBO and WBG. Revision debris and loose connections; A, (June 1976): 5, 7, 8 and 13. clean and repair respectively. -EMD M.I. 1300, 3CD Type Air 4. Consistently clean contactor Compressors. (January 2002): 20 - tips and change out failing con 22. tactors (NS). Figure 3 EMD M.I. 1726, Locomotive Storage Procedures. Revision B, Conclusion (February 1979): 2,4,5-8. In conclusion, a clean, dry, reliable EMD M.I. 1756, Lubricant source of compressed air is essential Specifications (Excluding Engines to a healthy locomotive. With the and Governor), Revision E, integration of computerized technol (Undated): 2-4 and 9. ogy and trends towards AC motor EMD M.I. 1765, Alignment of drive reciprocating style and rotary Rotating Equipment. Revision C, screw style compressor configura (July 1979): 7 and 8. tions, a consistent, documented, EMD M.I. 1777A, Scheduled easy to follow maintenance plan Maintenance Program 60-Series GP must be outlined for all facets of the and SD Rail Freight Locomotive railroad industry's maintenance per Models - Equipped with 710-Series sonnel to follow. At present, mainte Engines and DC Traction nance for air compressor logic con Components. (March 1997): 5, 6, trol components is addressed as 11, 13 and 14. non-scheduled maintenance items EMD M.I. 4707, Solenoid due to variations in component wear (Magnet) Valves. Revision B, and life related to operating condi (October 1975): 1 -3. tions (M.I. 1777A / M.I 5511). EMD M.I. 5511, Temperature Contractor, pressure switches, trans Sensitive Switches. Revision B, ducer and magnet control valve (October 1983): 2. maintenance is suggested by OEMs EMD M.I. 5512, Pressure Control and is not mandated by the Federal Switch - Type 9012. Revision A, RailroadAdministration, Department (April 1975): 1. Diesel Mechanical Maintenance Committee 149 EMD M.I. 5514, Pressure Switch - Section 5 Page 4. Type 9013. (December 1980): 3. General Electric (GE) GEJ-6693, EMD GP38-2 Locomotive Service Equipment Data (For Series-7 Manual, "Compressed Air System", Locomotives. (October 1984): 3. Section 5, 3rd Edition, (February GE GEJ-6845, AC Evolution Series 1975): 1,6, 17. Operating Manual Diesel Electric -EMD SD70MAC Locomotive Locomotive C45ACCTE. "Other Service Manual, S00049EP, "General Equipment", (2003): 46, 49 and 50. Information", Section 0, 3rd Edition, GE GEK-61240E, Preparation of (August 2000): 3. Locomotives for Storage. Ml- EMD SD70MAC Locomotive 00140E, (June 1988): 1 -4. Service Manual, S00049EP, GE GEK-61241G, Removal of "Compressed Air Systems", Section Locomotives from Storage. Ml- 6, 3rd Edition, (August 2000): 1 - 7, 00145G, (January 1992): 1 and 2. 9, 42 - 44, 46 and 59. GE GEK-76313, Ineersoll-Rand EMD SD70MAC Locomotive Model YHE Air-Cooled Air Service Manual, S00049EP, Compressor. MI-25104-003, (1992): "Electrical Equipment", Section 8, 1 -3, 14, 15 and 17. 3rd Edition, (August 2000): 14, 74 - GE GEK-76679, Recommended 76. Fuel. Oil and Lubricants. Revision B, EMD SW1 & NW2 Operating (May 2006): 11, 13, 15 and 20. Manual, 600HP & 1000HP GE SMI-00013D, Locomotive Switching Locomotive. "Section 1 - Data Dash 9. (1999): 2 - 4 and 6. General", No. 2303, 5th Edition, General Electric Maintenance (January 1950): 125. Service (GEMS), "Troubleshooting EMD SW1 & NW2 Operation The Compressor - Intercooler Manual, 600HP & 1000HP Pressures Indicate Valve Switching Locomotive. "Section 2 - Performance and Faults", Volume III, Instruments and Controls", No. Issue 6, (August 13, 1982): 1 - 4. 2303, 5th Edition, (January 1950): GEMS, "Correct Assembly, 203. Original Engineering Manufacturer EMD SW1 & NW2 Operation (OEM) Parts Important in Air Manual, 600HP & 1000HP Compressor Valve Installation", Switching Locomotive. "Section 3 - Volume III, Issue 7, (August 20, Operation", No. 2303, 5th Edition, 1982): 1 and 6. (January 1950): 309. Norfolk Southern Railroad (NS), Falk 438-110, Steelflex© "Motor / Contactor Connection Couplings - Installation and Review", (September 17, 2007): 1 - Maintenance. (December 2002): 1 - 6. 5. Providence & Worcester Railroad Gardner-Denver (GD) 13-9/10- (PWRR), Interview. 641 1st Edition, Electra-Saver - Union Pacific Railroad (UP), Operating and Service Manual. "Locomotive Maintenance (2006): Section 3 Page 1 and Modification - Guru Manifold Kit, Air 150 Diesel Mechanical Maintenance Committee Compressor Water Inlet", (June 12, 2008): 1 - 2. Diesel Mechanical Maintenance Committee 151 RECOMMENDED COMPRESSOR LUBRICATING OIL/ LUBRICANTS Source Material Use Supplier GEK-61240E Tectyl 823EM Petroleum based Ashland Oil and M.I. 1726 anti-rust solution GEK-61241G Nalco 41 Water treatment Nalco Chemical Co. GEK-76679B D6B11D3 Air compressor (See Below) hydraulic oil GEMS 6 American Industrial Oil Air compressor AMOCO 68 hydraulic oil GEMS 6 DUROOilS-315 Air compressor Atlantic Richfield hydraulic oil GEK-76679B Energol HL-C 68 Air compressor BP Oil, Inc. hydraulic oil GEK-76679B Chevron AIO 68 Air compressor Chevron Global hydraulic oil Lubricants GEK-76679B RANDO HD ISO 68 Air compressor Chevron Global nydraulic oil Lubricants GEK-76679B REGAL Oil R&O 68 Air compressor Chevron Global hydraulic oil Lubricants GEK-76679B CITGO Pacemaker Air compressor CITGO Petroleum T68 hydraulic oil Corp. GEK-76679B Mobil DTE Heavy- Air compressor Exxon Mobil Oil Co. Medium hydraulic oil GEK-76679B TERESSTIC 68 Air compressor Exxon Mobil Oil Co. hydraulic oil GEK-76679B HARMONY R&O AW- Air compressor Gulf Oil Limited 68 hydraulic oil Partnership GEK-76679B Shell Tellus 68 Air compressor Shell Oil Products, hydraulic oil USA GEMS 6 SUNVIS 931 Air compressor Sun Oil hydraulic oil S00049EP and SAE 10 Air compressor M.I. 1756 lube oil - for high capacity crankcase compressors Figure 1 152 Diesel Mechanical Maintenance Committee Use Supplier M.I. 1756 SAE 30 Air compressor hydraulic oil - for small capacity crankcase compressors GD AEON 9000 Rotary screw air Gardner-Denver compressor synthetic lubricant GEK-76679B GE D50E24, KOP- Gear and coupling KSG Standard FLEX grease Coupling Grease GEK-76679B GE D50E6B, Texaco Special purpose Chevron Global Marfak "0" Code 927 grease - "O" ring Lubricants M.I. 1756 Parker Super O-Lube Compressor clutch seals M.I. 1756 N.L.G.I. No2E.P. Grease lubricant lithium grease for mechanical (8413019-14.5 drives ounces (oz.)) Falk 438-110 Falk Long Term 13F (8153703) The Falk Grease (LTG) compressor end Corporation Steelflex"1 coupling packing grease M.I. 1726 MIL-B-131 Barrier Material, Water-vapor proof, flexible M.I. 1726 MIL-B-121 Barrier Material, Greaseproof, waterproof, flexible M.I. 1726 MIL-C-16173 Corrosion Preventive Compound, Grade 4(P-19) M.I. 1726 Petroleum Jelly Coat contact tips Standard Oil Co. of for long term Indiana storage M.I. 1726 MIL-P-3420-Type 1, VPI-B (Vapor Style C, Class 1 & 2 phase inhibitor Darrier paper) Diesel Mechanical Maintenance Committee 153 TABLe.QEA!R.C.QMPHEaSOBSANDniLCAPACiTI£S Source Compressor Model Type # Oil Recommended Make Cylinders Capacity Oil GEK-76313 Ingersoll- YHE air 2 14.5 D6B11D3 Rand (IR) cooled gallons (g) SMI- Westinghouse 3CMDCB8L air 3 16.25 g D6B11D3 00002B/LS Air Brake cooled M-1987 Company (WABCO) SMI- WABCO 3CDCLA air 3 16.25g D6B11D3 00013D cooled M.I. 1300 WABCO 3CD air 3 small small - SAE 30, and M.I. cooled crankcase large-SAE 10 1756 -3.25g, arge- 16.25 g GEJ-6693 Gardner WLN AVBO water 3 small small - SAE 30, and M.I. Denver (GD) cooled crankcase arge- 1756 2.65, large D6B11D3 or crankcase SAE 10 10.5g M.I. 1144 GD WLG AWBG water 6 17.5g SAE 10 and M.I. cooled 1756 M.I. 1110 3D WLO A/VXO air 3 small small - SAE 30, and M.I. cooled crankcase arge-SAE 10 1756 2.65, large crankcase 10.5g M.I. 1110 GD WLE /WXE air 3 2.65 g SAE 30 and M.I. (upgraded cooled 1756 to WXO) M.I. 1110 GD WHL/WXG air 6 17.5 g SAE 10 andM.I. cooled 1756 M.I. 1110 GD WLP / ABO water 2 3.5 g SAE 30 and M.I. cooled 1756 M.I. 1110 GD WLQ / ADJ air 2 3.5 g SAE 30 and M.I. cooled 1756 M.I. 1110 GD ADX air 2 3.5 g SAE 30 and M.I. upgraded cooled 1756 to ADJ) S00049EP GD WLA air 4 17.5 g SAE 10 cooled GD GD Electra- oil None - 11 5g AEON 9000 Saver cooled rotors 154 Diesel Mechanical Maintenance Committee Troubleshooting for Defective Valves - NormalOperating Conditions (GEMS 6) Stepl- Suspect Step 2 - Determine Valve to Notations Determlne Fault, Go Condition Inspect Condition to Step 2 Unloaded Under Load Intercooler Fault is Intercooler pressure Inspect high None pressure is likely in the does not drop to pressure higher than high normal reading discharge normal pressure (dropping 15 to 20 valve if no cylinder psi) within three normal drop head minutes Intercooler Fault is Intercooler pressure Inspect high None pressure is ikely in the holds between 15 pressure higher than high to 20 psi suction valve if normal pressure pressure holds cylinder head Intercooler Fault is Intercooler pressure Inspect low The faulty valve will nave an erratic or pressure is ikely in a drops below 15 to pressure weak suction sound. lower than low 20 psi discharge normal pressure valves if below discharge valve cover cylinder normal drop date or biowback head through the air lilter when pumping. Intercooler Fault is Intercooler holds at Inspect low The faulty valve will have an erratic or pressure is likely in a 15 to 20 psi pressure weak suction sound, lower than low suction valves an unusually hot normal pressure if pressure discharge valve cover cylinder holds plate or biowback head through the air filter when pumping. Figure 2 Diesel Mechanical Maintenance Committee 155 TABLE OF AC MOTORS Source Application Make Model Description Phase SMI- -8 GE 5GYA28 air compressor Single 00002B/LSM Locomotives drive motor -1987 SMI-00013D •9 GE 5GYA28/30 air compressor Single Locomotives drive motor NS SD90MAC EMD Delta air compressor Single drive motor Figure 3 156 Diesel Mechanical Maintenance Committee ALIGNMENT CONTROL Why does this issue exist? COUPLER REQUIREMENTS Locomotives often were not Prepared by, equipped with alignment control George W. King, II, due to the service application for New York, Susquehanna which they were destined. Non A/C &Western Railway allows for a tighter negotiated radius with successful coupler operation. Interchanging locomotives not Application of A/C reduces the oper equipped with alignment control ational ability of the platform in draft systems is a source of frustra question. tion within the short line community. As can be seen in Figure 1 full Many connecting carriers will refuse alignment control coupler swing is to transport locomotives over their limited to 17". Non alignment con lines if not equipped with proper trol allows for twice the travel as alignment control. measured in the arc of the move Why do many carriers take this ment. Thus non alignment control stance? Non alignment units have draft systems are best suited for been identified as the root cause of many industrial applications and numerous derailments. Analysis of track engineered to standards that these derailments found severe existed decades ago. uncontrolled lateral movements dur ing buff and draft events being a Compliance impact major contributing factor. As a result • Cost many carriers refuse to move foreign • Practicality locomotives that are not equipped • Operational Needs with alignment control. Aqtion plan What is alignment control Contact all carriers involved in the as it relates to locomotive transport from origin to destination. couplers? Ascertain each carriers require Alignment control draft systems ments, any and all movement restric use a mechanical means to control tions, train marshalling standards and lateral movement of the coupler. obtain documentation clearly stating This normally consists of specific the same. Establish a list of contact couplers that use wings to compress names and numbers for each rail wedges that push against the draft road in the event of an unforeseen gear in the direction of swing. Non stoppage in the transport plan. alignment systems do NOT cushion nor control lateral forces. PQ$sifrle solutions Figure 1 displays the difference • Couplerlateral stops between alignment and non align Not a true alignment control sys ment control locomotive draft sys tem. The blocks are sometimes weld tems. ed in the coupler pocket or bolted in place to limit the lateral swing of the Diesel Mechanical Maintenance Committee 157 coupler. This is very cost effective files as listed in the railway industry and easily removable thus returning periodicals and publications will the unit to original configuration. allow one to establish a cost and This was permissible in many scheduling time frame to adapt loco instances two decades ago but is not motives for interchange movement acceptable in most cases today. The key issue is to fully understand and comply with ALL connecting • Modified alignmentcontrol carrier requirements. This application uses the existing pocket and draft gear mechanism. It requires the installation of an E7321/EMD # 8271631 "horned" coupler and welding two lateral stops in the pocket opening. The coupler and stops are easily removed to restore the unit to origi nal configuration. This method is somewhat expensive depending upon the availability of the E7321 coupler. This retrofit may or may not be acceptable to some interchange partners. • Full alignmentcontrol This is a very expensive retrofit as it requires purchase of draft gears, couplers and yokes. In addition it requires removal of the existing draft pockets and fabrication of new units to allow for insertion of the align ment control draft system. This retrofit is not removable due to complexity and cost. Application of full alignment control will reduce the capability of the locomotive to service customers on tight track cur vature. Full alignment control brings the unit into compliance with connect ing carriers but at a cost. There are several companies that perform the different levels of draft system work as described in this paper. Using existing business pro 158 Diesel Mechanical Maintenance Committee Alignment control vnon-alignment control ALIGNMENT CONTROL COUPLER &DRAFT GEAR NON-ALIGNMENT CONTROL and couplers with stopb!ocks"doNOT , transfer forces of "swiveling" coupler Into draft gear BUILDING AMERICA* Figure 1 Locomotive Maintenance Officers Association 159 Railroad Friction Products Corporation Introduces the COBRA® Locomotive DayOne TreadGuard™ brake shoe For Additional Information contact our Sales Department [email protected] (910)844-9700 Railroad Friction Products Corporation PO box 1349 (910)844-9700 Laurinburg, NC 28353 Fax (910) 844-9733 www.rfpc.com [email protected] Registered Firm Cobra|j ISO 9001-2000 AARM-1003 COBRA" is a registered trademark ol Railroad Friction Products Corporation. TREADGUARD"•' is a trademark ol Railroad Friction Products Corporation 160 Diesel Electrical Maintenance Committee REPORT OF THE COMMITTEE ON DIESEL ELECTRICAL MAINTENANCE THURSDAY, SEPTEMBER 17, 2009 8:30 A.M. Chairman STUART OLSON Regional Sales Manager Wabtec Corporation Alpharetta, GA Vice Chairman MIKE DRYLIE Electrical Systems Engineer CSX Transportation Jacksonville, FL COMMITTEE MEMBERS D. Becker Design Engineer Electro Motive Diesels LaGrange, IL J. Boggess Sr. Mgr.-Motive Pwr. Alaska RR Anchorage, AK D. Bruss Engr. New Cap. Equip. Amtrak Philadelphia, PA M. Fitzpatrick Sales Manager Cattron Lyndhurst, OH F. Fraga Mgmt. Training CSX Transportation Jacksonville, FL B. Hathaway Consultant Port Orange, FL B. Kirdeikis Sr. Rel. Specialist-Elec. CNRR Edmonton, Alberta G. Lozowksi Tech. Mgr-RR Prod. Morgan AMT/National Greenville, SC D. Maryott Mgr.-Locos. BNSF Railway Fort Worth, TX B. McCaffrey Consultant Transupply, Inc. Wilmington, DE K. Mellin N.E. Sis. Mgr. Peaker Services Brighton, Ml S. Mueting Field Service Engineer Siemens Transp. Denver, CO T. Nudds Cust. Service Manager ZTR Control Syst. London, Ontario D. Perkins Consultant Union Pacific RR Omaha, NE R. Slomski Erie, PA R. Stege Sr. Genl. Foreman Norfolk Southern Altoona, PA C. Taylor Appl. Specialist Bach-Simpson London, Ontario V. Trout Mgr.-Mech. Engrg. Union Pacific RR Omaha, NE L White Application Specialist Bach-Simpson St. Hubert, Quebec Note: Brian Hathaway and Les White are Past Presidents of LMOA. Also, Ron Bartels, Regional Executive is also a very active member of this committee Diesel Electrical Maintenance Committee 161 PERSONAL HISTORY 7. Stuart Olson Stuart was born in The railroad industry was Jacksonville, FL and received a changing at a fast pace. Railroad Bachelor of Science degree from supply companies were merging the University of Central Florida. In and in acquisition mode. Q-Tron 1974, following a six-year tour of was purchased by Motive Power duty as a US Navy nuclear sub Inc., where Stuart transitioned to mariner, he began his railroad the position of Regional Sales career with a relatively new com Manager. pany, Auto-Train in Sanford, FL. A short time later While at Auto-Train he advanced Westinghouse Air Brake Co. from locomotive junior machinist merged with Motive Power form to Draftsman, Project Engineer, ing Wabtec Corporation. He is the Director of Facility Maintenance, Regional Sales Manager for and finally Director of Operations. Wabtec servicing Class 1, Short In 1979 he began serving the Line and regional railroads in the industry from the other side of the Southeastern US. track as Field Representative for Stuart is a long time member New York Air Brake. In 1983 he of the LMOA Diesel Electrical took the position of Sales Engineer Maintenance Committee serving for Aeroquip Corporation in as committee member and vice Chicago, IL, where he advanced to chair, as well as presenting techni Account Executive. In 1987 he was cal papers. He is a past recipient of promoted and transferred to the Committee MVP. Wytheville, VA as Aeroquip Currently living in Atlanta, GA Railroad Products Manager. with his wife Winky, they have two After a brief stint with children and five grandchildren. Republic Locomotive Works as Director of Sales, and Bach- Simpson as Regional Sales Manager he continued to broaden his knowledge by accepting a posi tion at Q-Tron as Manager of Business Development. 162 Diesel Electrical Maintenance Committee THE DIESEL ELECTRICAL MAINTENANCE COMMITTEE WISHES TO EXPRESS THEIR SINCERE APPRECIATION TO SIEMENS TRANSPORTATION FOR HOSTING THE COMMITTEE MEETING IN FEBRUARY 2009 IN SACRAMENTO, CA SPECIAL THANKS GOES TO STEVE MUETING WE ALSO WISH TO THANK THE UNION PACIFIC AND VICTOR TROUT FOR ALLOWING THE COMMITTEE TO TOUR THE UP'S ROSEVILLE, CA SHOPS IN JULY 2009, THE COMMITTEE HAD A MEETING AT THE NORFOLK SOUTHERN IN CHATTANOOGA, TN. WHICH WAS ARRANGED BY RYAN STEGE - THANKS TO THE NS AND RYAN Locomotive Maintenance Officers Association 163 ATIONAL A technology brand of: MorganAM&T THE RIGHT BRUSH EVERY TIME No matter what your locomotive application, National has the right brush for it. > Traction Motor > Alternators > Generators > Blowers > Cab Heaters > Fuel Pumps Original OEM brushes for all locomotives Training for results Commutator Profiler Brush holders Morgan AM&T 800-876-6322 I 864-458-7777 www.morganamt.com 164 Diesel Electrical Maintenance Committee EMD SLIP RINGS - the carbon brush picture (perhaps BRUSHES & WEAR much to the chagrin of the brush By Jay Boggess makers), as exemplified by the 4300- Alaska Railroad Corporation HP SD70MAC: (Figure 2) • NO traction motor brushes Photos by the Author Unless (replaced by Siemens inverter Otherwise Noted drive & 3-phase traction motors) • NO auxiliary generator brushes The carbon brush - the "lump of (replaced by brush-less AC aux coal"1 that transfers electrical power gen & Battery Charging Rectifier) to the rotating portion of a motor or • NO fuel pump or turbo lube pump generator - may seem equivalent to motor brushes (replaced by brush- buggy whips and corsets when com less DC motors) pared to computers, microproces • NO load regulator (replaced by sors and LCD screens, but they are computer-controlled injectors, still essential to the operation of the load control & digital serial links) most modern diesel locomotive. • NO little brushes for cab heaters & Our father's and grandfather's diesel refrigerators (replaced by inverter- locomotive had dozens of brushes driven 74 VDC central HVAC all over the place. Let us look at the units). 2400-HP SD24 of 1959 as an exam • Two 32-volt starter motors with 4 ple: (Figure 1) total brushes • Six traction motors with a total of • One DC series-wound grid blower 72 brushes. motor, still with 8 brushes. • One auxiliary generator with 8 • One TA17-6 / CA6 (or CA7) trac brushes. tion alternator / companion alter • One fuel pump motor & one turbo nator, with 2 sets of slip rings & 8 lube pump motor with 2 brushes total slip ring brushes. each. • One load regulator rheostat This paper concentrates on those (directly controlling the D22 bat eight remaining brushes in the mod tery field) with 1 brush. ern EMD locomotive. Slip rings & • Two dynamic brake grid blower brushes are also not going any motors with 4 brushes each. where; unlike the 74V brush-less aux • One D22 main generator with 12 gen, the main generator demands brush-holders & 60 total brushes the quick speed of response afford (5 brushes per holder). ed by brushes in both steady-state • One D14 alternator with 4 slip operation and under adverse cir ring brushes. cumstances like traction motor • Plus various little motors for cab flashover & inverter crowbar. Thus heaters and refrigerators and such. these 8 bits of carbon, something you can hold in the palm of your In the past 50 years, technological hand become the single threaded progress has dramatically changed weak point that separates successful 1 Lump of coal - the literal translation of "traction motor brush" from Egyptian to English. Diesel Electrical Maintenance Committee 165 locomotive operation from road fail EMD main generator / companion ure, capable of turning the high- alternator slip ring / brush arrange horsepower diesel into a 420,000- ment. Figure 4 is a photo of an EMD pound boat anchor. slip ring assembly; Figure 5 is a cut away diagram of the same assembly. Origins The front two rings (labeled "1" & This project started back in 2007 "2" in the cutaway) feed the EMD when The Alaska Railroad was companion alternator (which sup approached by Tim Keck (then of plies main generator excitation and EMD) and Ron Delavan (still of various auxiliary fans and blowers). National Carbon) and asked if we Without these brushes, the compan would like to serve as the location of ion alternator has no excitation, a field test for a whole litany of main there is no main generator excitation generator/ companion alternator slip nor are there cooling fans, blowers ring brush ideas. Before they came or no motor-driven air compressor to us, Tim & Ron had been busy try and thus no compressed air. These ing to address slip ring/brush field 2 rings get 74 VDC from the aux gen problems in the laboratory. They any time the diesel engine is run were: ning. Two different flavors of com panion alternators exist on Alaska 1. Poor brush wear on the com 70MAC's; the CA7 (which most of panion alternator (CA) brushes, the BNSF 70MACs have as well) and especially the CA negative the smaller CA6. The important dif brush. ference is that the CA7 draws about 2. Poor ring wear on the 3rd main 60 amps thru the slip rings, while the generator (MG) ring, up to the CA6 only draws about 40 amps. point of visibly rutting of the The second set of slip rings (#3 & ring. #4) handle the field excitation to the main generator. AC-drive locomo The obvious question that one can tive have fairly constant (but fairly now ask is: Why does the negative high) field current requirements from brush wear faster? Let us look at the zero to maximum track speed. DC brush/ring system and offer up some locomotives, on the other hand, possibilities: (Figure 3) have peaks of field current near stall, Because actual electron flow is the maximum speed and near generator opposite of "conventional current" transition, with comparatively lower flow (positive to negative), the face values in between; much like a pair of the negative brush will always be of fishhooks. Since this field test was depleted of electrons and thus (per run on AC-drive locomotives, the haps) causes mechanical weakness results of the main generator brushes and breakdown in the structure of & rings may not be directly applica the carbon graphite, thus resulting in ble to a DC-drive loco. Regardless of faster wear. drive, when the brushes wear short, Let's look now at the rest of the the locomotive will not move. 166 Diesel Electrical Maintenance Committee Tim and Ron were looking for a very well for a very long time, with place to test brushes & rings, the old-timers recalling that slip ring Alaska Railroad was happy to try brushes would easily last a year or something new, as we were person more. ally experiencing the poor negative At least 10 years ago, Electro- polarity brush wear. One distinct Motive instigated a cost-savings on advantage of Alaska testing is no slip rings,where the tin in the bronze loco is EVER lost up here. Unless a rings was replaced with aluminum locomotive learns how to swim, any (since aluminum is cheaper than tin). unit not in Anchorage will pass thru Thus, the world entered the era of Anchorage in 48 hours or less. At aluminum-bronze (Al-Cu) and trou absolute worst case, it can be seen bles began. The negative CA (#2) in Fairbanks. Thus, every test subject brush would wear about 3 times as can be seen quickly and often. The fast as the positive CA (#1) brush. only real difficulty is that some of the Brushes had to be changed every 6 test locos ended up being stored in months to insure they'd make it to winter due to the cyclic, seasonal the next 92-day inspection. Some nature of our railroad. railroads would swap field polarities EMD/National Carbon provided to even out the wear.2 Similar wear 11 sets of new test slip rings and would also occur on the TA rings & brushes, plus additional brushes to brushes. One possible explanation test a mitigation technique for exist would be oxidation of the aluminum ing slip rings (four more locos). on the surface of the ring, which Finally, Alaska had just purchased besides being an insulator is also four brand-new SD70MACs from abrasive (just go check out "sandpa EMD, so two of those became con per" at the hardware store). It was trol units for comparison, totaling 17 felt a trial of the tin-bronze material test locomotives. National Carbon would eliminate the aluminum and D689 brushes were used for all the its problems. bronze rings, while the designation for the steel slip ring brush is CA Ring Spring Cell Problems National Carbon R1318 grade. In the past few years, Tim Keckdis covered various quality/dirt/wear- Variations Tested out issues with the "small" CA spring cell (the spring cell is a clip with a Slip Ring Material coiled spring leaf riveted on to pro In days gone by, Electro-Motive vide spring pressure for holding the made generator slip rings out of tin brush to the slip ring). Tim has bronze, a copper alloy with 5% to found that the coiled spring leaf can 10% tin (abbreviated Sn-Cu), cast accumulate dirt and/or kink. This into an insulating plastic holder. Two can cause the spring to stick, thus small brushes are used on each CA leaving the brush with no pressure. ring, two larger brushes used on each MG ring. This design worked There are actually two leafs riveted 2This isauseful technique buthas tobedone atthegener atorterminal boardof the brush-holders NOT at the slipring studs themselves (Figure 1) as flipping the polarity of the fieldsalone does nothing for the wear. Diesel Electrical Maintenance Committee 167 together. By spot-welding the far Besides forcing the "current spot" end of the spring, the CA spring cell to move, the spiral groove cools the is made much more resistant to dirt. brush face as well. EMD old-timers EMDsupplied a quantity of this new- also related to this writer that the style CA spring cell for this test. All original AR10 slip rings of 1966 did tests of the "small" brush utilized not have spirals and once they were these new spring cells. This spring added, brush performance improved cell is EMD p/n 40132923 and dramatically. ought to be replaced (at minimal cost and maximal benefit) after 3 to Number of Brushes on the TA 5 years. Slip Rings Interestingly, the MG/TA "large" One of the subtle aspects of slip spring cell is not susceptible to the ring design is achieving the proper same dirt effects and has not been current density on the brush; too modified, nor new large cells applied high and the carbon wears away for the test. electrically or the current overloads the copper pigtail (also called a Pitch of the Slip Ring Spiral shunt), too low and the proper cop Groove per oxide film is not maintained and Current in a brush does not flow the brush (or ring) wears away to the ring uniformly across the con mechanically. Classically, the tact surface. Instead the current MG/TA rings used two large brushes actually concentrates in very small (as the MG field current varied from spots of high current density. The zero amps when the unit was idling purpose of the spiral grove is to and from 40 to 140 amps when the force the "current spot" to move unit is loading). As an SD70MAC across the face of the brush. spends a lot of time at around 80 amps, EMD engineers felt they The spiral on the original EMD slip should use 3 large brushes per ring. ring makes one revolution across the However well this may or may not 1/2 inch width of the slip ring - have worked on a "traditional" hence the name "1/2 inch pitch". freight-only SD70MAC, EMD discov The CA brush (for various reasons) is ered excessive wear on TA17 MG only about 5/16" wide while the slip rings on units that make head MG/TA brush is nearly 7/16" wide. end power (HEP), which include the In the case of the CA brush, the ring Alaska 4300's and NJ Transit locos. rotates for a major portion of the Since these units spend significant ring rotation under the brush with time at 370-490 engine rpm with out any spiral groove under it, thus only 30 amps on the MG/TA field losing the sweeping effect of the spi rings (while idling making HEP), ral groove. By halving the pitch of EMD alerted the railroad to remove the spiral, there is always a groove 1 of the 3 brushes per ring, so as to under the brush face (this is the "tin- raise the current density and avoid bronze 1/4 inch pitch" rings). the low-amperage wear problem. 168 Diesel Electrical Maintenance Committee While the consensus is that in steel is cheaper than either tin or alu nearly all cases 3 brushes per ring is minum bronze. They suffer from too much brush (especially with the two limitations: older aluminum-bronze rings), 3 TA 1. Special "steel grade" brushes brushes per ring were being attempt are required to "polish" the ed with 1/4" and 1/2" tin-bronze as rings. These are not inter "control" experiments to make sure changeable with bronze ring all possibilities are being tried and no brushes. experimental combination is missed. 2. The rings tend to rust when a In a similar vein, combinations of unit is placed in storage and small and large brushes were tried need to be cleaned up when a on the CA rings. Here, we have the unit is returned to service. CA7 of the 4000-series SD70MACs locos drawing 60 amps every sec The three steel ring locos (4320, ond the diesel engine is running, 4006, 4004) should be considered while the 4300's have the CA6, the most "experimental" of the test which only draws 40 amps while locomotives. To our knowledge running. these are the first steel rings applied to an EMD locomotive in the field. Number of Slip Ring Brushes Because of time constraints, only (In General) 1/2" pitch spiral grooves were EMD always made a conscious attempted. Two small and two large effort to use two brushes per ring brushes per CA ring were tried on AND to position them one brush on the 4000-series locos, with 2 and 3 top of the ring and one on the bot brushes per Main Generator ring tom. This writer always was told that tested at the same time. The 4320 if the locomotive (and brushes) test loco ran with a conservative 2 bounced, there would still be at least large brushes on both the CA & MG one brush in contact with the ring. rings. So, it was with some trepidation that we attempted testing with just one Mitigation Techniques For Existing brush per ring. Because of this, we Aluminum-Bronze Rings limited the one per ring to the non- Since a huge number of locomo passenger 4000-series SD70MACs, tives are out there with aluminum but as experience has been gained bronze rings, the last four test loco and advantages of 1 brush per ring motives attempted to get good uncovered, a couple of single-brush- brush performance without chang per-ring passenger-carrying 4300s ing the aluminum-bronze slip ring. were successfully added to the test. On the CA rings, a single large brush replaces the two standard small Steel Slip Rings brushes. By using the wide brush, General Electric uses steel slip there is always spiral groove under rings on their locomotives and has neath the brush face, by using only done so for many years. Obviously one brush, the CA current density is Diesel Electrical Maintenance Committee 169 not too low. The single large brush were explicitly inspected at the utilizes a larger shunt so that it can beginning and end of each summer handle the entire CA field current.3 passenger season. On the MG/TA ring, the 3-brush con figuration is reduced to two brushes Expressing the Results per ring, since we know 2 brushes In a previous lifetime, this author are a better idea. inspected DC traction motor brush es for life and commutator wear on Test Array & Detailed Description EMD locomotives. During those The best way to look at this flurry inspections, we used to express of test items/variables/conditions is brush life in "Miles per Eighth" - that in a table. Table 1 describes the test is locomotive miles per one-eighth conditions. We attempted to catch inch of brush wear. Since the nearly every combination to try as MG/CA slip rings rotate (and wear) best as possible to capture each pos anytime the engine is on, whether sibility. In 20/20 hindsight, we the locomotive moves or not, it should have picked an existing 4000 seemed more appropriate to replace loco with small CA brushes to serve miles with Engine On time (a num as a control test unit. ber readily acquired from the EMD EM2000 Running Totals menu). In Test Procedures order to have a convenient unit size, Test slip ring & brush installation we translated Engine On time into began in July-August 2007. New 24-hour days.4 And, since our digital "small" spring cells were supplied by caliper is marked in 0.001" gradua EMD and installed on all "small" tions & not 1/8ths, the brush wear brush positions. Where "large" rate unit quickly became "Days Per brushes were installed on the CA Tenth". rings, EMD supplied new large Let us spend a little time translat brush-holders with new spring cells ing brush wear rates into prospec -otherwise, all other large spring tive/projected brush change-out cells were reused. intervals. Brush inspection started about a Figure 7 shows a nearly new small month after installation (so as to get CA brush in its brush holder. Figure a good "brush seated" length). 8 shows a brush where the spring Brushes were measured with the cell is about to "submerge" into the same digital caliper operated by the brush box. Electrician's experience same individual, so that particular on the Alaska Railroad has taught us variable was eliminated. At each that if there is a portion of circular inspection, locomotive Engine "On" spring still visible, then the brush can time, mileage, engine horsepower- easily go to the next 92-day inspec hours and kilowatt-hours were tion. recorded. Inspections generally How does this change-out scheme occurred on three-month intervals, translate into lengths? Table 2 trans but the passenger-service 4300's lates the new & change-out schemes 3 This large shunt will/has become standard on large 4 As ifan engine ran all the time, like in the goodold days National Carbon D689 brushes. before Auto-Start and $4/gal. diesel fuel. 170 Diesel Electrical Maintenance Committee for both small CA and large MG sible, let us separate the low-field brushes into brush lengths. As one amperage CA6 from the higher can see, by replacing brushes at the amperage CA7. submerged spring cell point, a little The small CA brush under the light less than half the usable length is the CA6 field current barely performs reserve. Extrapolating these brush acceptably under any bronze ring lengths into the range of brush wear combination. With 14,000 hrs rates gives us Table 3. Clearly, brush under 2 locos, the stock Al-Cu ring wear rate less than 60 days per tenth gave us only 39 days per tenth wear yield less-than-yearly maintenance worst case. Replacing the aluminum intervals. bronze with tin-bronze did not really change the situation and only the Test Results 1/4" pitch spiral makes the wear tol Below are three separate tables of erable. Detailed analysis of the 1/4" results: pitch tin-bronze data shows that the 1. Conventional companion alter small brush performed much better nator brushes & rings. for the first 8 months of the test, then 2. Steel companion alternator mysteriously & inexplicably got brushes & rings. worse. Two large brushes on tin- 3. Traction Alternator (MG) brush bronze rings work pretty well, but es & rings. one large brush (on either spiral pitch) is almost as good. Since there is a negative and posi Everything works better at the 60- tive ring for each machine, and since amp CA7 current - except alu one polarity (the negative ring) minum bronze. Using just one large wears faster than the other, each brush with an existing 1/2" pitch alu entry lists 5 numbers - the lowest & minum bronze gives an unhappy 33 highest wear rate for faster-wearing days per tenth. Any form of tin- ring, then the lowest and highest for bronze is an immense improvement, the slower wearing ring, finally fol quickly reaching 90 days or better lowed by the total number of Engine days per tenth worst case wear. On hours. If there is more than 1 For steel ring performance, let us locomotive in the configuration look at Table 5. One of the fun trou being tested, then the Engine On bles with steel brushes & rings is that hours shown is the sum of all loco they wear so slowly, it takes quite motives. Single brush per ring tests awhile to see wear results! These obviously can only show 2 wear results look quite good, but suggest numbers - the lowest and highest trying just one large brush per ring wearing ring. on the CA6 4300 Mac's and stan What does Table 4's mass of data dardizing on two large brushes on tell us about CA rings & brushes? CA7 4000 Mac's. No problems with Well, first of all, if we could make rusting were found, even after a cou negative slip rings go away, our prob ple of the steel units were stored lems will be over! With that not pos over the winter. 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Let us turn now to Table 6 and the Three brushes per slip rings are Traction Alternator results. not useful on any loco, based on our Here, we can quickly and defini data in Alaska. tively conclude that 3 brushes per Without steel rings, tin-bronze ring is a horrible idea for a HEP- with one brush on CA rings is best, equipped SD70MAC - 25 days per irrespective of spiral pitch. On MG tenth in the worst case. It also pro rings, two brushes on tin-bronze vides no measurable benefit for the works good, but a possibility might non-HEP MAC - at least here in be a combination of both old & new Alaska (compare 81 days per tenth materials. That is, new tin-bronze on for 2 brushes versus 89 days per CA rings, old aluminum-bronze on tenth for the 3 brushes). The un MG rings. Since it is possible to answered question would be how 3 change the first two rings while leav versus 2 brushes might compare on ing the rear rings in place, this could a BNSF SD70MAC (which would be a viable strategy. tend to have longer periods of much higher field current). Thanks We can see a price for inverter- I'd like to thank Ron Delevan of based HEP in terms of MG slip ring National Carbon and Tim Keck (for brush wear. And the most obvious merly of EMD, now of Parker- place to see it is with the steel slip Hannifin) for providing the rings and rings. On the HEP-less 4000's 2 brushes to run this test, along with large brushes per ring yields a worst- the Alaska Railroad electricians who case wear of 218 days per tenth, 3 did the work of applying all the test brushes gives 226 days per tenth. slip rings. Steel rings on the HEP-4300's drop the wear down to 116 days per tenth. Similar trends can be seen on the other brush/slip ring material combinations. 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EZPace is designed with railroad environment inmind and hasbeen tested towithstand therigors oflocomotive applications.• Specifications Accurate locomotive speed control between 0-10 MPH in 0.1 MPH increments that can beeasily switched toutilize metric equivalent Speed control achieved by varying the DC excitation reference signal Simple push-button operation • Stand atone, sell contained product available in aportable design {external active axle generator required) ' Physical size: 10.25 X4.25 X12inches 8050County Road 101East Shakopee, MN 55379 ZTR 952/885-8122 „ 955Green Valley Road Call Today Control Systems L^ta,, Ontario N6N1E4 To learn more about EZPace mmmm«•••"«"" 519/462-1233 180 Diesel Electrical Maintenance Committee Figure 7 - Small Brush & Brush-holder Figure 8 - Spring Cell Nearing Change-Out Diesel Electrical Maintenance Committee 181 Companion Altemator Traction Alternator (MG) Ring Bru ih Configure ion Brush Configuration Configuration 2 small 1 large 2 large 2 large 3 large 4300's Sn-Cu 1/4" 4317 4322 2ndTest 4322 4317 4322 Sn-Cu 1/2" 4324 4324 2ndTest not tested 43242ndTest 4324 (HEP& 40-amp Steel 1/2" not tested not tested 4320 4320 not tested CA) orig.config, AI-Cu1/2" 4326.4327 not tested not tested 4326.4327 not tested Sn-Cu 1/4" 4008 not tested 4014 4008 4014 4000's 4011. Sn-Cu 1/2" 4011 4005.4016 not tested 4046 (No HEP 4005.4016 & 60-amp Steel 1/2" 4004 not tested 4006 4004 4006 CA) all other 4003. 4003, AI-Cu1/2" not tested all other tocos locos 07.10,12 07,10,12 NOTES: • Sn-Cu: Tin-Bronze. Al-Cu: Aluminum-Bronze • V* :One quarter inch pitch of the spiral groove. K" (standard) one half inch pitch of groove • While itwasintended totest4016with 3 large brushes ontheMG rings, wefailed toinstall the 3rd brush &thus it was tested with only 2 large brushes per ring. • "4xxx 2nd Test" indicates thatafter a particular configuration wasrun tobrush wear-out, a newtest configuration was ran. Table 1 - Brush/Ring Test Array Small Large Brush Brush New Length - 2.205 2.140 Inches Spring Gone 1.575 1.500 Length No Pressure 0.875 Length 0.985 Tenths to Change Out 6.8 6.4 Tenths Reserve To 6.5 5.15 No Pressure Table 2 - Brush & Change-Out Lengths 182 Diesel Electrical Maintenance Committee Small Brush Large Brush Wear Rate Months Reserve Months Reserve Days Per ToC/O To No To C/O To No Tenth Point Pressure Point Pressure 25 5.5 5.2 5.2 4.2 30 6.6 6.3 6.2 5.0 60 13.2 12.6 12.4 10,0 80 17.5 16.8 16.5 13.3 100 21.9 21.0 20.6 16.6 150 32.9 31.5 31.0 24.9 200 43.9 41.9 41.3 33.2 300 65.8 62.9 61.9 49.8 400 87.7 83.9 82.6 66.5 Table 3 - Brush Wear Rates & Months To Change-Out Companion Alternator Brush Wear Data - Days Per Tenth Configuration 2 small 1 large 2 large 73/75/107/108 5,151hrs 74/89 78/88/87/93 4300's sn-cu vr 53/55/98/104 4,655hrs 1.285hrs 6,318hrs 30/23/53/58 99/112 Sn-Cu 54" not tested 5.037hrs 4,317hre (HEP& 1407140/155/138 40-amp Steel K" not tested not tested CA) 8,628hrs 39/47/69/100 Al-Cu!4" not tested not tested 14,258hrs 108/111/1807184 2.077hrs 118/122/121/117 4000*8 Sn-Cu YT not tested 98/106/114/122 3,778hre 3,552hrs 121/124/127/136 93/107/1107127 Sn-Cu Vi not tested (No HEP 7.160hrs 15,695hre & 126/158/164/198 202/212/182/218 Steel V? not tested 60-amp 8.216hrs 7,745hrs CA) 33/83/57/137 AI-CuK" all other locos not tested 28,801hre Table 4 - Companion Alternator Brush Wear Rate Results Diesel Electrical Maintenance Committee 183 Companion Alternator Ring STEEL Slip Ring Wear Data - Days Per Tenth Configuration 2 small 1 large 2 large 140/140/155/138 4300's Steel W 8,628hrs 126/158/164/198 202/212/182/218 Steel ,/4° 4000's 8,216hrs 7,745hrs Table 5 - Companion Alternator Steel Slip Ring Wear Rate Results Traction Altarnator (MG) Ring Brush Wear Data - Days Per Tenth Configuration 2 large 3 large 77/78/114/117 25/28/28 3,304hrs c/o Sn-Cu %" 4300's 9,806hrs 91/98/100 5,747hrs 53/60/122/145 37/40/59/64 Sn-Cu W 4.317hrs 5,297hrs (HEP& 116/136/264/292 40-amp Steel 14" not tested 8.628hrs CA) 65/115/84/131 Al-Cu Yz" orig.config-not tested 14.258hrs 81/90/159/178 89/98/105/131 4000's Sn-Cu'/i" 6,244hrs 3,553hrs 59/134/116/161 Sn-Cu !4" not tested (No HEP 23.125hrs & 218/230/326/329 226/227/448/576 Steel %" 60-amp 8.216hrs 7.745hrs CA) 82/173/144/230 Al-Cu !4M all other locos 28,801 hrs Table 6 - Traction Alternator (MG) Brush Wear Rate Results 184 Diesel Electrical Maintenance Committee USING TEST INSTRUMENTATION concerning safety and AC locomo SAFELY ON GEN-SET tives are as follows: AND AC LOCOMOTIVES 1996 EMD SD80MAC tUgh Prepared by Voltage Safety Steve Mueting, By Mike Fitzpatrick of Field Service Engineer Conrail & Jerry Youngworth Siemens Transportation Systems of EMD GE AC Locomotive Introduction Electrical Safety Features This paper is a continuation of this ByJohn Chessario of GE Committee's support of providing 1997 SD70MAC Discharge awareness to electrical safety. It is Procedure not intended to replace existing safe By Mike Barr of BNSF ty procedures, but rather to act as an All of the information in these past overview of test instrumentation papers and presentations is still valid used in high energy circuits. All and practical. This paper offers an "Safety First" practices should be extension to these presentations, as observed such as, but not limited to: well as an overview of steps an elec work on de-energized circuits, con trician can perform to safely work on nect ground lead first, use well main these types of locomotives. tained and calibrated tools, perform a visual inspection first, etc. So What's New? Last year in 2008, Keith Mellin of What does this paper have to offer this Committee presented the paper that hasn't already been covered in Using Test Instrumentation Safely. the past? What's new? There are The focus of this topic was safety still valid reasons for revisiting this features and operation of using topic due to the growing presence of handheld measuring devices. This Gen- Set locomotives and questions paper is a continuation of this topic from new electricians working on with focus on the unique application AC locomotives of how, what, when, of circuits in AC and Gen-Set loco and why? motives. These locomotives contain My work as a Field Service electrical equipment and 'high volt Engineer involves me with the work age conditions' not found on tradi the electricians do on AC locomo tional locomotives. tives, and I repeatedly hear these The high voltage circuit in AC loco questions. My initial answers to motives is commonly called 'DC these are with reference to the Link' and can reach potentials of Safety Flow Chart in the locomotive 3000V. Gen-Set locomotives can cab, company safety policies and reach a potential of 700V. A com instructions, and personal safety mon voltmeter is not rated for, and evaluation. While all of these are cannot withstand this level of volt fine to begin with, it is just the begin age. ning and not the full picture. Other presentations in the past For example, on SD90MAC loco- Diesel Electrical Maintenance Committee 185 motives there is a "DANGER" sticker work in an area where the electrical on the high voltage electrical cabinet potential is unknown. with safety instructions (Pic. 1) as There are three primary devices to well as the "DC Link Capacitor help with working on high voltage Discharge Procedure Flow Chart" equipment: posted in the cab of the locomotive - High Voltage Probe with hand (Pic. 2). held meter Both of these procedures recom - Differential Probe with meter mend the verification of DC link volt - Discharge Resistor Assembly age using a High Voltage Probe / So why is there a concern if the Meter. This is where the information locomotive is not running, and why stops and the questions begin. are these devices needed? The Other than the probe manufactur answer is the DC Link Capacitors. er's general instruction sheet for AC locomotives require a stable, proper use, there is no specific stored, DC Linkvoltage which is pro instruction on safely using this non- vided by a bank of capacitors. These traditional device on high voltage cir capacitors hold a charge of voltage cuits in these locomotives. for extended periods of time. If the So why and how does an electri capacitors are not fully discharged a cian safely use this non-traditional dangerous voltage may exist on device on these locomotives? This some circuits. The redundant DC paper will overview this measuring Link discharge circuits and self tests device and other devices for safety are effective, but what does an elec concerns on AC and Gen-Set loco trician have to independently con motives. firm this in the event of a failed self test or no battery power? Beyond the "DANGER" sticker To begin, there are numerous High Voltage Measuring Devices redundant safety features built in to Devices for an effective safe these locomotives such as the isola means of measuring high voltage on tion and door interlock switches, electrical equipment are: computer self tests, and discharge 1.) High Voltage Probe with hand resistors to dissipate any DC voltage. held meter These systems are reliable and help 2.) Differential Probe/Meter provide a safe working condition, 3.) Discharge Resistor Assembly and have been covered in past All of these devices have their papers and presentations mentioned appropriate instruction guides and earlier in this paper. But what if here I will present their basic use. there is a failed self test, no battery But first, always follow all related power to perform a self test, or the safety procedures and company unit has been in a catastrophic fail policies. Additional recommenda ure such as a fire or accident? The tions are face shields and high volt electrician needs effective knowl age gloves when using high voltage edge and instrumentation to safely measuring devices. Another impor- 186 Diesel Electrical Maintenance Committee tant recommendation is a visual play voltage to a maximum of inspection of the high voltage equip 4000V. This device is made of two, ment, to look for damage, burn or 3 ft. fiberglass sticks with handles at arcing marks, and particularly loose one end and contact probes on the connections. A loose connection other. In the middle of the probe can create a false voltage reading or sticks is a voltmeter connected to result in arcing if contact is made. the other stick with a wire (Pic. 4). 1.) High Voltage Probe with hand This device is designed for use in held meter measuring circuits that may be locat On the compartment doors are ed deeper in the compartment and the "DANGER" and "Discharge Flow allows the operator to measure at a Chart" stickers and a reference to safe distance. the High Voltage Probe and a hand 3.) Discharge Resistor Assembly held meter (Pic. 3). This is the first, The electrician now has safely meas most suitable type of probe for this ured and confirmed the high voltage application. circuit but has found it to be This high voltage probe can be charged. Why is it charged and plugged in to a hand held meter what is to be done? which will extend the measuring Assuming the alternator is not capability of the meter to 6000V at a energized, the reason for a charged 1000:1 division ratio. The probe has DC Link circuit is going to be due to a two terminal molded plug with a a charged DC Link capacitor. This "Ground" side indicator, with the capacitor will remain charged until Ground side plugged into the there is an electrical path to dissipate meter's common terminal. The or decay the charge either through a probe also has a grounding lead, resistor or by shorting the capacitor designed to avoid electrical shock, terminals and is to be connected to the car But first, a capacitor which is not body ground. connected to a circuit can build up a Before probing, qualify the high residual charge if the terminals are voltage probe by safely testing a not shorted together. A capacitor in known circuit, such as a good oper a circuit that has been electrically ating battery knife switch voltage. charged will remain charged if it There is no calibration required and loses the electrical connection to the is for functional purposes only. circuit, such as a connection coming Probe and measure the target circuit loose. It will remain charged until it and then retest the original known regains contact with the circuit or by circuit. some other inadvertent electrical 2.) Differential Probe/Meter path. Both of these conditions, At the next level of high voltage along with shorting the terminals of measuring devices is a differential a charged capacitor, can lead to a probe with an attached volt meter high discharge current resulting in which has a maximum display of arcing and potential harm to the 1999V, and is safe beyond the dis electrician and the equipment. Diesel Electrical Maintenance Committee 187 This is where the use of the provide an overview of proper instru Discharge Resistor Assembly box mentation, which the maintainer (Pic. 5) can be used to safely and may then incorporate into existing effectively discharge the charged DC safe practices. Link capacitor and circuit. It is similar to the Differential References Probe/Meter containing two 3 ft. Safety Precautions SD80/90MAC fiberglass sticks with handles at one Locomotives - EMD Document and contact probes at the other. MM003010 Between the probes there is a Fluke Instruction Sheet 80K-6 High 4.4Kohm resistor box which will dis Voltage Probe charge a single charged capacitor or Users Manual for Differential a block of charged capacitors. The Probe/Meter assembly will safely discharge volt Discharge Resistor Assembly ages up to 3400V DC. Operating Instructions The lengths of the probe sticks provide a safe distance for the elec tricians to discharge the charged cir cuit. Other Devices While a Clamp-on ammeter is another useful instrument for meas uring current, it is not being covered in this paper. The safety concerns for AC and Gen-Set locomotives have to do with measuring the pres ence of DC Link high voltage. And finally, with all high voltage measuring, the use of high voltage gloves (Pic. 6) and a face shield is highly recommended given the safe ty concerns working with this type of equipment. Conclusion Maintenance staff may be required to verify and discharge high DC voltage on modern AC locomo tives and Gen-Sets. Knowledge of on-board safety systems, and what steps to take in the event of system failure are critical to a safe working environment. This paper is meant to 188 Diesel Electrical Maintenance Committee M|IA mm n ..W »ie;: ^|PPS:-; |R|MN|' H. mk ' HIGH VOI rAQl MAY EXlSI Wl iI Ill I CAB1NI r OR Al - 0T0B8 EVEN Aill' ,..N THIS \ ANY I THE FOLLOWING PBOCEDU ...f USED TO DISCHARGE THIS VC 1. FOLLOW DISCHARGE PROCEDURE EXPLAINED ON HIGH VOLTAGE CAB 2. REMOVE TCC OOGRS. 3. RE - VERIFY THAT NO DC LINK CAPACITOR VOLTAGE IS PRESENT USING HIGH VOLTAGE PROBE I METER. (EMD P • N40054122) 4. PROCEED WITH EQUIPMENT i. 'ECtlON AND MAINTENANCE. Figure 1 - Danger on High Voltage Cabinet Diesel Electrical Maintenance Committee 189 DC LINK CAPACITOR DISCHARGE PROCEDURE FLOW CHART RUNNING ENGINE NOW-STARTABU ENGINE PLACE KOLAftON SWITCH tH THE ISOLATE POSITION AMD TAG TEST PASSES TEST FAILED SHUTDOWN ENGINE FOLLOW DISCHARGE SHUTDOWN ENGINE PROCEDURES FOR A NOH-BTARTABLE ENGINE PANELj PROCEED WITH EQUIPMENT INSPECTION AND uAiHit-.A'ice as mans WARNING . If WORK IS REQUIRED DISCHARGED UrtlOE THE TCC'S OR WtTH THE IPR, DCL SW1TCMGEAR IHMUHE OCL 8W1TCIMWAR AND I OR ASSOCIATED CABLING TO THE DCL SW1ICHQEAR RE-VERIFY rt4*T no dc link capacitor VOLTAOI («IS1 USsiiC. THE H«" WJLTAfiE PHObE.MtrEN HMO PIN 44XU1IM) Figure 2 - DC Link Capacitor Discharge 190 Diesel Electrical Maintenance Committee «. PROCEED WITH EQUIPMENT INSPEC ^JJlAlNTENANqE Figure 3 - High Voltage Probe with Meter Figure 4 - Differential Probe/Meter Diesel Electrical Maintenance Committee 191 Figure 5 - Discharge Resistor Assembly Box Figure 6 - High Voltage Gloves 192 Diesel Electrical Maintenance Committee EXTENDING LOCOMOTIVE tion of the speed indicator by utiliz MAINTENANCE ing a digital "smart" speed indicator Prepared by coupled with a GPS device so that Michael (Mike) Drylie once a day, if GPS speed is above a Electrical Systems Engineer certain level; the "smart" speed indi CSXTransportation cator would use GPS speed to re-cal ibrate. This paper deals mostly with Each requirement needs to be extending the 92 day maintenance looked at individually, but it is possi interval to 184 days. It deals with ble that changes to eliminate a both new and older locomotives. requirement may impact/eliminate The paper tries to provide a path for another requirement Eliminating a extending maintenance intervals by requirement is not inexpensive, but describing what has been done to looking at other requirements to see get where we are today and what, at if more than one item can be least, one railroad is doing to extend addressed at the same time reduces maintenance intervals. the "per item cost". Additionally, Why would a railroad want to while trying to obtain an extra 92 extend maintenance intervals? days, it makes sense to strive for Having locomotives out pulling annual, or no maintenance, require freight instead of occupying a space ments. in the shop "just for inspections" is Other things that need to be con one big reason. Reducing the oppor sidered are items that are not neces tunity for a person to be injured by sarily inspection items, but actual reducing the number of times that maintenance items. For example, person is exposed to risk is a reason. locomotive batteries have required Reducing the fleet size by not need watering at 92 day intervals for ing spare locomotives is another decades. If you move maintenance benefit. Finally, the EPA would be to 184 days how do you handle the interested in a reduction in environ water requirements? One way is to mentally un-friendly waste such as increase the volume of water above contaminated sand and wash rack the plates. Two other ways are to use water. sealed cell batteries or batteries with How do you reduce maintenance a slightly different chemical make-up requirements? This can be a long designed to use less water. Railroads process and is one that needs careful are testing all these solutions with consideration. Every maintenance good results. Increasing the volume item needs to be looked at to deter of water above the plates can be mine; why it is done; why it is done done in at least four ways. You can this way; can it be done differently; lower the plates in the battery can it be eliminated; or what would (reducing life due to long term sedi we need to do to eliminate this ment build up), you can add room at inspection item. For example, CSX is the top by making the cells taller, looking to avoid the manual calibra you can use the larger capacity bat- Locomotive Maintenance Officers Association 193 194 Diesel Electrical Maintenance Committee teries which provide you with wider are shown in Figures 3 and 4. Some cells (locomotives built after 1972 of these improvements; Brushless can accept the larger batteries), or Fuel Pumps, AC AuxiliaryGenerators you can redesign the battery to have and AC Traction Motors have elimi shorter plates and the same overall nated many, but not all, brush height. The last item provides you inspections. Electronic Fuel Injection with similar capacity by having more has eliminated greasing linkages and plates but each plate has less capac oil filled governors. Digital Displays ity than the original. extend meter calibration/certifica Ok, so where did we start and tions from 92 to 365 days. Improved where are we now? This paper does lubrication and gear cases have not start back in the 1800's, but just allowed 184 day lubrication inter the "middle" of the last century, the vals, and oil filled support bearings 1970's. Prior to 1980 our locomo have eliminated that maintenance. tives were on a 30 day maintenance The two major locomotive OEMs interval as can be seen in Figure 1 made improvements to obtain a 184 which shows those items the OEM day maintenance interval locomo said had to be serviced every 30 tive. With the suppliers providing days. There were also FRA items that 184 day locomotives is it time forthe needed to be done. FRA to allow 184 day FRA inspec As technology improved mainte tions? This author thinks so. nance moved to 92 days. See Figure This paper started out just being 2 for some of the improvements about going to semi annual mainte made to locomotives to obtain a 92 nance intervals. The railroads are day maintenance interval. going way beyond that We are Locomotives built in the 1970s and specifying components that do not later had increased filter capacities, require any maintenance for 1 year; improved lubricants, and improved trying to get component change out traction motor axle bearings. A few after 8 years; and trying to extend supplier maintenance items battery life to 9-10 years. The goal is remained on 30 day maintenance to extend overhaul periods. If you cycles and items like train control have to change everything at 5 years were on less than 92 day cycles, but then what good does it do to extend overall, maintenance was allowed to the overhaul period? be moved to 92 days. In a locomotive rebuild program Anyone that has a computer, cell CSX is replacing the reliable and user phone, car or television can see that friendly 26L air brake system with an technology is improving at a fantas electronic air brake package. Why? tic pace. It is because of the fast With fewer components the reliabili growing technology, and suppliers' ty should increase. With fewer com abilities to implement that technolo ponents in the system there are gy, that we can make plans for 184 fewer components to replace. The day locomotives. Many of the system has an increased component improvements on new locomotives change out period of 8 years. It may Locomotive Maintenance Officers Association 195 196 Diesel Electrical Maintenance Committee not be practical to replace the air erly and the rest of the locomotive brake system on every locomotive, needs to be looked at to determine if but in a rebuild or major overhaul something else might break in the program the cost equation changes next few weeks. The goal of reduc somewhat. In these programs you ing maintenance is to keep the loco are already changing everything, so motive out of the shop. With effec why not make it simpler? tive repairs your semi-annual mainte CSX is also changing the overall nance practices need to be adhered control stand and cab display pack to more stringently. Of course no age in its rebuild program and this one ever skips an FRA required item, played a large part in system selec but it would not be surprising to find tion. Eliminating the separate event that a few "headquarter" required recorder, alerter, speed indicator, air items might be "overlooked just this gauges, stand alone Head of Train once" since the locomotive will be Device, power meter and replacing back in the shop in a few weeks any them with an integrated Event way. Trying to go longer between Recorder and Alerter along with an overhauls and making locomotives AAR LSI compliant display elimi last longer is a way of doing busi nates many maintenance items and ness. Most railroads recognize that increases reliability. you can not just improve the parts What about locomotives that are and extend the intervals. not being purchased new or being Maintenance and inspections per rebuilt? What do you do about formed during the maintenance peri them? Several railroads are now od need to be more precise and experimenting with replacing gauges effective. It does little good to and indicators on the control stand increase the water capacity of loco with digital gauges. Old and new motive batteries to allow 184 day or style gauges can be seen in Figures 5 365 day watering intervals if the and 6. The power meter, flow meter charging system is not maintained to and speed indicator are also being keep the batteries charged. It also looked at for upgrading. How far do does not help if problems that exist you go? This is a cost benefit analy and are seen, but are not on the sis exercise. Do you develop a fully work report, are ignored because AAR LSI compliant display or do you they must not be that bad. If a loco develop a screen with only the basic motive comes in every 60 days for information that is on the gauges. repairs then again for 184 day main Eitherway you need to consider sen tenance, or even 92 day mainte sors, power supply, fitting a screen nance, then the maintenance pro into the control stand and getting gram is not efficient or effective. your crews to accept it. In order to take advantage of OEM There are draw backs to extending technology advances at least one maintenance intervals. Eventually a railroad has moved 92 day inspec locomotive will fail. When this hap tions to service centers and performs pens the repairs must be done prop 184 day maintenance in the major Diesel Electrical Maintenance Committee 197 shops. This is not a true 184 day equipment. The suppliers because it maintenance cycle but many bene reduces their warranty costs and fits are obtained. makes them a "better buy" than the Some of the benefits are good for competitor and the railroads the environment With 184 day because locomotives in the shop are maintenance less time is spent idling not earning revenue. It is only a mat in the shops, burning precious fuel ter of time before the railroads are and exhausting emissions. Increased truly on a 184 day maintenance filter sizes doesn't just extend main cycle. tenance, it reduces the oily waste produced that must be disposed of in an environmentally friendly fash ion. Fewer locomotive shoppings result in fewer locomotive washings, another source of environmental waste. Besides the environmental benefit, there is also a potential safety bene fit obtained with extended mainte nance intervals. Since the 1980's the railroads safety record has improved significantly. By reducing the opportunity to get personnel injured, safety can be further improved. From a revenue and cost stand point, with work performed at serv ice centers the locomotives are returned to freight service many shifts/hours sooner. This coupled with fewer locomotives in the shop allows the fleet size to be decreased slightly. A 1% reduction in fleet size can be expected with 184 day main tenance. In conclusion: It can be seen that manufacturers are designing out those items that require 92 day maintenance. Railroads are looking for opportunities to improve systems and eliminate inspections where it makes sense. Both are looking for longer life out of traction motors, fans, air compressors and other 198 Diesel Electrical Maintenance Committee 1972-1980 Vintage GE Locomotive Maintenance Requirements FRA Periodic inspection required every 30 days 30 day GE Required maintenance cycle items: DC brush fuel pump motor Technology: Fuel filters U Series Oil filters Dash 7 Engine air filters Mechanical fuel injection linkage requires greasing Crater type gear cases (30 day maintenance cycle) Oil filled supportbearings(30 daymaintenance cycle) Figure 1 - 30 Day Maintenance Items on GE Locomotive Information provided by GE 1981-1991Vintage GE Locomotive Maintenance Requirements FRA Periodic inspection required every 91 days 92 day GE Required maintenance cycle items: DC brush fuel pump motor Technology: Fuel filters Dash 7 Oil filters Engine air filters Early Dash 8 Mechanical fuel injection linkage requires greasing GE Increased filtercapacityand capabilityto run 92 days Abo utilized improved lubricants,brushesand bearingsto run 92 days Figure 2 - GE 92 Maintenance Locomotive Information provided GE Diesel Electrical Maintenance Committee 199 1992-2007 Vintage GE Locomotive Maintenance Requirements FRA Periodic inspection required every 91 days 92day GE Requiredmaintenance cycleitems eliminated or extendedto 184days: DC brushless fuel pump motor, no maintenance Fuel filters, capacityincreased, lifeextended tobeyond 184days Oil filters,capacityincreased,life extendedto beyond 184days Engineair filters,capacityincreased, life extendedto beyond 184days Enginesupgradedto Electronicfuel injection,no linkageto grease Technology: Late Dash 8 luiifl **—:raE'-'.'.i'JJ'-US-'a Dash 9 CW44AC tjjjg^SBaa i- aa U CW60AC ES44DC (EVO) t Crater type gear cases replaced with oil filled gear case which has proven leak reduction and extended top off interval to beyond 184 days Oil filled supportbearingseliminatedwith rollerbearings,no maintenance Figure 3 - Improvements to GE Locomotives to Obtain 184 Day Maintenance Scheduled maintenance for EMD The SD70ACe feature ay maintenance cycle SD70MAC: 90 day maintenance c cle ADVANCED TECHNOLOGIES FOR 184 DAY MAINTENANCE INTERVAL * Increased oil capacity traction motor gear case * Enhanced lube oil filter element * Increased capacity fuel oil (titration » 3 element design * New design engine air filter Figure 4 - EMD 184DayMaintenance Locomotive (photo provided by EMD) 200 Diesel Electrical Maintenance Committee Original Gauge Configuration Figure 5 - Older Locomotive Air Pressure Gauges 92 Day Calibration Required ^* Manifolds use same mounting hardware as factory gauges. No modification to piping is required. Figure 6 - Digital Pressure Gauges Annual Calibration Required Diesel Electrical Maintenance Committee 201 710ECO™REPOWER engines use electronic unit injectors Prepared by controlled by an EMDEC computer. Dean Becker, Both engines can operate continu Electro Motive Diesels ously at maximum rated horsepow er. The 710 engines use much less Rebuilt locomotives using the fuel oil and lube oil than their prede 710ECO Repower concept give new cessors. For example, lube oil sav life to older units. Although rebuilt, ings exceed 50%. these locomotives offer the perform A rebuilt longhood provides the ance, reliability, and maintainability engine cooling system necessary to that approach that of new locomo achieve Tier 2 emissions. In addition tives. These locomotives meet cur to the traditional radiators to cool rent EPA requirements for Tier 2 engine jacket water, a second radia emissions, which is significant tor loop is present for aftercooler ECOIogically. Furthermore, these water cooling. Lower water temper locomotives use considerably less atures contribute to improved fuel fuel than before, which is significant economy and lower emissions. Economically. Furthermore, three, two-speed cool Just what is a 710ECO Repower? ing fans are used, where the multiple It is an older locomotive where most speeds help to reduce fuel usage. of the equipment has been removed Fan contactors are contained within above deck and replaced with a a new AC cabinet. package of new or UTEX (unit A new high voltage cabinet is part exchange) equipment. The new of the ECO Repower. It contains the equipment includes: EM2000 control system as well as • New 710 engine new or UTEX contactors/switchgear. • New or UTEX AR10 main gen The remaining wiring/cabling and erator with CA6 companion incidental equipment are new, which alternator helps increase locomotive reliability. • New engine cooling system The EM2000 control system pro (radiators, cooling fans, AC cab vides basic locomotive control func inet) tions. In contrast with the original • New high voltage cabinet con locomotive, the new control system taining the EM2000 micro provides increased adhesion per processor control system formance and thermal protection for • Automatic Engine Start Stop the traction motors. To assist with (AESS) fuel savings, the EM2000 control sys The 710 engine has a proven tem provides optimum control of the design with more than 8000 engines engine cooling fans, intelligent logic in service. It is certified to meet Tier for automatic engine shutdowns and 2 emissions. An 8-cylinder version restarts. A display screen is provided of the engine delivers 2000 THP as a user interface. This provides while a 12-cylinder version of the crew messages, maintenance mes engine delivers 3000 THP. These sages, and operating statistics. 202 Diesel Electrical Maintenance Committee The 710ECO Repowers can begin tive with an 8-710 engine uses up to with virtually any GP or SD core. 25% less fuel and still achieves Tier Units as old as a GP9 or as new as a 2. Moreover, since the core engines rebuilt "-3" units have been trans are worn and probably ready for an formed into ECO locomotives. Since overhaul, the actual fuel savings may the rebuild process includes a single, be as much as 30% to 40%. smaller engine, space has become In addition to the new 710 engine, available within the longhood com fuel savings are achieved by new partment. This space can be used auxiliary equipment and its control. for future after-treatment equipment Reduced fuel is achieved by the use as emissions regulations evolve. of two-speed cooling fans. Quite often, the full capabilities of the cool Emissions Reduction ing system are not needed. In these The ECO Repower units provide instances, one or more fans may be significant improvements in emis running at half speed. A fan running sions. Particulate matter (PM), nitro at half speed uses one-eighth the gen oxide (NOx), carbon monoxide energy than a fan running at full (CO), and hydrocarbons (HC) have speed. Hence, a significant amount been reduced by 50% to 70%. of fuel is saved. While certified to meet EPA Tier 2 More fuel is saved with a fully-inte locomotive standards, the engine grated automatic engine start stop performs to even better levels. Note (AESS). Byshutting down the engine that the significant reductions in when the locomotive is not in use, emissions qualify the ECO Repowers even more fuel is saved. for various governmental funding as clean air projects. Improved Maintainability The ECO Repowers have a 184 Fuel Savings day maintenance cycle. Their Within the engine, technological engines have a 15,000MWh over improvement has led to reduced fuel haul cycle. These locomotives will usage. This includes an improved fir spend less time in the shop. ing chamber and a turbocharger Due to the use of a 710 engine, with increased efficiency. Also, a AR10, and EM2000 controls, there is low idle engine speed (200 RPM) a high degree of parts standardiza helps to save fuel. Perhaps the tion. A 90% parts commonality with largest single contribution is using an existing locomotives with 710 engine with fewer cylinders. The 8- engines means there are fewer new 710 engine has half the cylinders of parts to maintain. Within railroad the 16-645 engine of the original shops, labor personnel are already units. When compared to locomo familiar with this technology. tives with a "fresh" (new or recently- Furthermore, there is only a small rebuilt) 16-645 engine, ECO loco impact to parts inventory. motives deliver dramatic fuel sav Finally, the EM2000 control system ings. For example, an ECO locomo provides diagnostic information, Diesel Electrical Maintenance Committee 203 keeps track of fault information and accumulated operational data. Other Benefits By using new components, the ECO Repower units have improved reliability. There is reduced noise with the AESS system. The introduction of the EM2000 control system provides other bene fits. Increased all-weather adhesion is achieved through wheel creep control. Traction motor thermal pro tection is inherent. Indeed, the numerous control algorithms devel oped for new locomotives are used for the ECO Repower units. Summary The ECO Repower concept pro vides new life to older locomotives. Performance, reliability, and main tainability rival that of new locomo tives. And all this is done in an eco nomical and ecological manner. 204 Diesel Material Control Committee REPORT OF THE COMMITTEE ON DIESEL MATERIAL CONTROL THURSDAY, SEPTEMBER 17, 2009 10:45 A.M. Chairman RON SULEWSKI Sales & Marketing Mgr. Business Development Rail Products International Inc. St. Louis, MO Vice Chairman C. MAINZ Director New Business Development Coast Engine & Equipment Tacoma, WA COMMITTEE MEMBERS C. Aday Inventory Manager SCRRA/Metrolink Los Angeles, CA D. Behrens Managing Director ALSTOM Transport Naperville, IL J. Brix Sr. Mgr.-Strat Sourcing Union Pacific Omaha, NE R. Delevan Mgr.-Transp. Prod. Nat'l Electrical Carbon Duryea, PA E. Fonville Supt. Loco Material Norfolk Southern Atlanta, GA P. Foster President Power Rail Dist. Inc. Wilkes Barre, PA J. Fronckoski Senior Procure. Mgr. CSX Transp. Jacksonville, FL M. Gast Sr. Materials Mgr. CSX Transp. Huntington, WV J. Hartwell VP - Locomotives Progress Rail Jacksonville, FL C. Mainz Dir.-New Bus. Dev. Coast Engine & Equip. Tacoma, WA F. Miller VP - Sales JMA RR Supply Carol Stream, IL P. Pinson Purchasing Manager Rail America Jacksonville, FL B. Young Matls. Manager Montana Rail Link Livingston, MT M. Zerafa Purchasing Mgr. Nat'l Rwy. Equip. Dixmoor, IL Note: John Minnie of BNSF is on standy by. Diesel Material Control Committee 205 PERSONAL HISTORY Ron Sulewski Ron Sulewski was born in Erie, Aftermarket Sales Management Pennsylvania and earned his BSME position in Denver. from Rensselaer Polytechnic Ron has been in his current Institute in 1970. He joined GE position as National Sales Manager upon graduatoin and worked in for Rail Products International Erie Locomotive and the GESt. since 2005. Ron and his wife Marje Louis Apparatus Service Shop for have five grown children and cur over eighteen years with various rently reside in St. Louis. He has positions in Sales Management. been active in LMOA activities for Ron joined Gardner Denver for over thirty years. seven years as a distributor Regional Manager and rejoined GE Transportation for a Parts 206 Diesel Material Control Committee THE DIESEL MATERIAL CONTROL WISHES TO EXPRESS THEIR SINCERE APPRECIATION TO CSX TRANSPORTATION FOR HOSTING THEIR COMMITTEE MEETING IN JANUARY 2009 IN JACKSONVILLE, FLORIDA THANK YOU TO CSX FROM THE MATERIAL COMMITTEE Locomotive Maintenance Officers Association 207 Keeping You On Track At Rail Products International, Inc. we repair, rebuild and remanufacture DC traction motors, armatures, field coils, alternators, generators and supporting components with manufacturing qualitythat meets ISO 9001 -2000 and AAR M-1003 registrations. More importantly, ourpersonalized customer service will get you back ontrack - maybe even before you realize you're off. RAIL PRODUCTS EMI INTERNATIONAL INC. 800 KingAvenue Ron Sulewski, ISO 9001 Columbus, OH 43212 National Sales Manager 2000 Phone 614.488.1151 Phone 314.872.9175 FAX 614.488.3075 (AARM-1003) www.RailProductslnternational.com 208 Diesel Material Control Committee CSX SUPPLIER QUALITY • Supplier Rating System "SUPPLIER RATING SYSTEM" Prepared by The CSX supplier performance CSX Supply Team rating system was conceived using benchmarked programs such as The objectives of the supplier Trailer Train, General Electric and quality program are as follows: others. The General Electric model was selected. • Develop new and existing Suppliers were tracked by criti- CSX suppliers to provide safe, cality of the parts and/or how reliable and cost effective much CSX spent with them. components and services for Scores were updated on a semi CSX annual basis. There were many • Hold CSX suppliers account benefits derived from using the GE able for their performance model. The system was uniform for all CSX Departments. It allows Six CSX Departments are input or feedback from end user. It involved in the supplier rating sys uses "fact based" data to support tem scoring. Provides objective feed back to the supplier. Performance Locomotive Operations is tracked consistently over time. Car Operations Supplier is held accountable for Engineering (Track Structure) their performance and the system Signals creates an effective negotiating Maintenance of Way (MOW) tool for Purchasing Managers. TDSI The categories that the vendors are rated on are There are a number of supplier quality tools used in implementing • Quality the system • Cost • Delivery • Formal supplier approval process (P&M 270) Scoring is as follows: • On site supplier audits which involve both review of the • "Green" 30 points product and the process • "Yellow" 20 points • Formal corrective action pro • "Red" 10 points gram involving the utilization of AAR 7.1 Material Additionally, the CSX Initiatives Nonconformance reports and IMPACT Program is factored in. If CSX 5 step Corrective Action a vendor submits an impact idea, Process they earn 10 bonus points. • Supplier development proj Supplier "Quality" is measured ects using the following factors: Diesel Material Control Committee 209 1. Survey responses from key The CSX Initiatives are measured CSX representatives through the IMPACT program. 2. Product and process audit Suppliers are awarded 10 (green) reports from the Supplier points if their ideas are in progress Quality Group and/or being implemented. 3. End user complaints reported Suppliers are not awarded any from the field points if they have not submitted 4. Warranty issues any ideas through the CSX 5. Corrective action responses Initiatives/IMPACT program. Supplier "Cost" is measured by The Overall "Scorecard" Rating comparing the supplier's current • Final score is derived by aver pricing for common parts over last aging scores for Quality, Cost year's prices against the average and Delivery for all suppliers within that com • CSX Initiatives/IMPACT can modity group add 10 bonus points to the Equal to or below average for all average suppliers - 30 (green) points • Suppliers have the ability to awarded access their scorecards on 2% above average for all suppli line giving them immediate ers - 20 (yellow) points award results on their performance ed • Suppliers can get feedback Over 2% for all suppliers - through the Purchasing 10 (red) points awarded Managers • An example of the supplier Suppliers "Delivery" is measured performance rating system by the date of purchase order vs. scorecard is indicated below. date of invoice - the number of days from P.O. date to invoice date The CSX Supplier Quality Rating and orders shipped complete System is an ongoing program. CSX continues to add critical sup 95% invoiced within 15 days pliers to the performance rating 95% shipped complete - system. A list of key individuals 30 (green) points awarded from each department to complete the surveys continues to grow. 85%-94% invoiced within 15 Suppliers, not currently being eval days 85%-94% shipped com uated, can still receive feedback on plete - their performance by contacting 20 (yellow) points awarded the Purchasing Manager and/or Manager of Supplier Quality. 84% or less invoiced within 15 days 84% or less shipped com plete - 10 (red) points awarded 210 Shop Equipment And Processes Committee REPORT OF THE COMMITTEE ON SHOP EQUIPMENT AND PROCESSES THURSDAY, SEPTEMBER 17, 2009 3:15 P.M. Chairman BILL PETERMAN President Peterman Railway Technologies, Inc. Baie D'Urfe, Quebec Vice Chairman TOM STEFANSKI President Tom's Locomotives and Cars Plainfield, IL COMMITTEE MEMBERS R. Begier Consultant Portec Rail Products Inc. Broomfield, CO R. Collen Project Mgr. Simmons Mach. Tool Corp. Albany, NY C. Fette President TESCO Erie, PA D. Louder Product Manager Macton Corp. Mount Airy, MD J. Morin President NEU International Inc. Paoli, PA R. Quilley Reliability Spec. CNRR Winnipeg, MB M. Scaringe Dir. Locomotives Amtrak Beech Grove, IN S.G. Smith Engr. Lean Prod. Systems Norfolk Southern Chattanooga, TN Note: Mike Scaringe is a Past President of LMOA Locomotive Maintenance Officers Association 211 Below the deck... we're a cut above. •Truck systems • Wheels, i Roller bearings • Side frames curved-plate, • Bolsters heat-treated 1Constant contact side bearings 1Couplers 1Draft sills 1Coil springs •Center plates 1Draft gears •Bearing adapters •Cushioning units •* End-of-car •* Center-of-car AmstedRail 311 S. Wacker, 53rd Floor • Chicago, IL60606 • (312) 922-4501 amstedrail.com 212 Shop Equipment And Processes Committee PERSONAL HISTORY 8/7/ Peterman Bill was born and raised in Currently Bill is President of Ontario Canada and has worked Peterman Railway Technologies a and lived in various parts of company specializing in assisting Canada during his railway career with Rail Maintenance Facility including major stints in Calgary designs, equipment and processes, and Montreal where he presently providing specialized rail mainte resides. His business career includ nance services and acting as a liai ed 25 years with Canadian Pacific son between railroads and non rail Railway and several years with road entities. Dominion Bridge Canada in He has been Chairman of the numerous industrial and facilities Shop Equipment & Processes engineering positions including Committee for several years. Bill various positions in the mainte lives in Montreal and is married nance facilities and head office. with 5 children and finally has one Gained a world of rail experience grandchild. working in all aspects of service facilities. His railway career began as a Time and Motion Analyst completing his time with the rail way as Manager Facilities Engineering. Shop Equipment And Processes Committee 213 GOING GREEN shop has it's own characteristics. IN THE MAINTENACE FACILITY 1.First let us look at lighting, Preparedby what we can do and what is Tom Stefanski, available in today's market. Tom's Locomotives & Cars Some of these items apply to interior as well as exterior use. In general the trend in the rail a. CFL (compact fluores road industry has been to concen cent lights), a 26 watt CFL trate it's efforts to reduce energy provides as much light as consumption by improvements to a 100 watt incandescent it's motive power fleets. We know bulbs. Average life of that the cost of diesel fuel is the approximately six to 8 major cost that affects the rail years. These are available road's bottom line and every effort for indoor and outdoor to reduce diesel fuel consumption use. is of prime importance. But now it b. LED (light emitting diode), is time for us to take a look at what a 5 watt LED can provide we can do in the shops and other as much lighting as a 50 facilities to save and/or reduce our watt incandescent bulb. energy consumption. These are available for First we need to look at what we indoor and outdoor use as are currently doing and then try to well. determine what steps we can take c. New technology skylights to make improvement. With all of can provide additional the technological advancements indoor lighting at no cost that have taken place over the last after installation. decade, the door is wide open to d. Motion detectors can be the changes we can make. The installed that will turn cost of some improvements may lights on and off as need be higher initially but it is far and ed. Did you ever think away offset by the potential cost about the lights in the savings over it's life. locker room, bathrooms We can start by looking at the or lunch room staying on ways we currently use the systems even when nobody is that are available and ways that we occupying those facilities? can improve their usage. We can e. Photo cells can be used to reduce our electrical consumption turn outdoor lighting on at in many ways. I will now try to sunset and off at sunrise. define some of the potential areas where we can make improvements 2.What about those power suck and how they can provide cost sav ing motors used for many different ings. Then again this list is not all purposes within your facility. They inclusive because each and every are used for heating, air condition- 214 Shop Equipment And Processes Committee ing, ventilation, cranes, pumps, air with the systems that we currently compressors, drop tables and door have available to us. Let us now operators just to name a few. step into the future and consider There are now numerous manufac what we can do beyond that point. turers out there that are producing What about solar energy? The use "ENERGY STAR" motors that of photovoltaic (PV) panels to gen reduce electrical consumption. I erate electricity is now available in am sure that someone will have many forms. You know that after one that fulfills your requirements. the initial cost of purchase and installation the operating cost is 3. Compressed air systems can be practicallyfree with a grid tied sys another power robbing proposi tem. Thank you Mother Nature. tion. Many air compressors are Dependent upon your location running excessively in order to and system size, solar energy can make up for the line pressure loss provide up to 100% of you needs. es due to leakage at pipe joints, It just depends on how large of a hoses and various connections. system you need and the length of Most older compressed air systems time that you consider as practical run on average 25 to 50% more from a payback standpoint. then they have to. Additionally a You can also use solar energy to majority of the older piston variety provide hot water and heat. The of air compressors are less then use of solar heat exchangers can desirable. If you are going to have provide supplemental heat and hot an air compressor, have one that is water for a facility. Again location of the rotary screw type configura plays a large part in whether or not tion. To add to this problem, usage this will work for you. of inefficient pneumatic air tools Wind energy is also an available compounds the compressed air option. It is another one of those problem. Did you ever stop and things that Mother Nature can pro think about the fact that when you vide at no cost after initial installa use a pneumatic tool you convert tion and limited maintenance. The electrical energy to pneumatic wind is free and all you need to do energy in order to use that tool. is harness it to get your free ener Why bother with this additional gy. There are numerous types of energy drain. Consider using an systems available on the market electric impact wrench. today. Wind turbines/generators Technological improvements have come in many different configura been made to electric impact tools tions and there is one out there of all varieties and are available that can meet your needs. Again today. Check with your suppliers the use of wind generation is I'm sure they will have something dependent upon location. You will that will fit your needs. have to decide if you want to be self sufficient and supply 100% of Enough said about what we can do your needs or only provide a por- Locomotive Maintenance Officers Association 215 JTTESCO *j TRANSPORTATION EQUIPMENT SUfPLY COMPANY Transportation Equipment Supply Company 8106 Hawthorne Drive Erie, PA 16509 (814)866-1952 fax (814) 866-7307 Contact us for all your special tooling needs! www.tescotools.com 216 Shop Equipment And Processes Committee tion of what you use. This is just a broad brush approach to point out items that can be used to reduce energy con sumption in the shop and facilities. The choice is yours, what do you want to do? Locomotive Maintenance Officers Association 217 ^SIMMONS MOBivwmm® ^^ MACHINE TOOL CORPORATION WHEEL TRUING SERVICES innovative Mobile Technology Simmons Machine Tool Corporation (SMTC) is excited to announce its latest technological development in the North American market; "Mobiturn® Wheel Truing Services". The Mobiturn® is a CNC mobile wheel lathe that maintains a variety of profiles rangingfromlightrail vehicles to locomotives. The Mobitum provides customers with cost effective wheel truing as an alternative to their present wheel maintenance processes. Services are easily implemented at customers' facility. There are NOspecial requirements needed to execute the services. Contact us to schedule your Mobiturn® Wheel Truing Service appointment: Simmons Machine Tool Corporation 1700 N. Broadway P: (518) 462-5431 Albany, NY12204 F: (518) 462-0371 www.smtqroup.com [email protected] 218 Shop Equipment And Processes Committee SHOP EQUIPMENT FOR The Carriage (as shown in Figure TRUCK REMOVAL, 4) is the component that is used to MAINTENANCE AND REPAIR raise the locomotive so that the Prepared by body stands may be moved into Denise Louder of the position to support the locomo Macton Corporation tive. Once the locomotive is sup ported by the body stands, the car There are several different types of riage then lowers the truck or equipment used for the removal of wheel axle assembly and trans rail trucks and wheel set assem ports it, usually under the shop blies: floor to the release area. Full truck drop tables use screw jacks to raise Drop Tables are used as an effi and lower the carriage and the sin cient means to replace truck and gle axle drop table may use either wheel set assemblies. Full truck screw jacks or hydraulic mecha drop tables as seen in Figure 1 are nisms to raise and lower the car used to replace a complete truck riage. assembly. Some full truck drop Drop tables typically have one of tables also have a smaller auxiliary three types of Release Areas: to remove single axles with trac The Bascule Release Top (as tion motors. Single axle drop shown in Figure 5) consists of tables are smaller in size and doors, in the shop floor, that open capacity and are used to remove up to allow the truck to be raised only the wheel set and traction to shop floor level and either motor assembly. pushed off of the drop table rail To better understand how the onto the shop rail or lifted with an drop table operates we willquickly overhead crane. When the drop review the major components of table is not in use and the bascule the drop table: doors are closed, there is no open The Service Top (pictured in area and the track may be used as Figure 2) is the area of the drop a through track. table where the locomotive is posi The Canopy Release Top (as tioned for truck or single axle shown in Figure 6) is a flat top that removal. The service top securely covers the release area. The top locks into the foundation walls rises up with the truck assembly when the drop table is not in use underneath. With this type of to prevent crossover loads from release top the truck assembly being transferred to the drop table must be pushed from the drop carriage. table rails onto the shop rails, with The Body Stands (as shown in the truck assembly under the Figure 3) are positioned under the canopy top, it cannot be accessed jacking pad of the locomotive and with an overhead crane. The are used to support the locomotive canopy top may be used to load so that the truck may be lowered. truck assemblies onto a flatbed Shop Equipment And Processes Committee 219 truck by placing the trucks on top There are several different types of of the canopy top and raising the shop equipment that are used to top to the level of the flatbed truck. move truck and wheel set assem With the Open Release Area (as blies through the work shop: shown in Figure 7)the area of the As mentioned earlier, Cranes are shop floor where the truck assem commonly used to move the truck bly is raised to the shop floor level and wheel set assemblies through is left open and the area is usually the shop to the truck repair shop. closed off using safety railing Fork Trucks are also commonly which means that this area of the used to move wheel set assemblies shop can not be used when the and other truck components drop table is not in use. through the shop. A set of four Portable Jacks (as Truck Turntables (as shown in shown in Figure 8) may also be Figure 11) are used to transfer a used to raise a locomotive so that truck from one track to another so the truck assembly may be discon that the truck, once removed may nected and pushed out from under be pushed to the truck repair area. the locomotive. The jacks are There are several different types of placed under the locomotive jack shop equipment used to perform ing pads and then the jacks syn maintenance and repair work on chronously raise the locomotive. locomotive trucks and truck com Portable jacks employ a machine ponents in the work shop: screw jacking mechanism for rais The Truck Repair Hoist (as ing and lowering the locomotive. shown in Figure 12) is used in Overhead Cranes (as shown in many truck shops to raise the truck Figure 9) may be used to raise a assembly to a height that allows locomotive off of the truck assem shop personnel to easily access blies or lower the locomotive onto both the side and underneath the the new truck assembly. The over truck while standing. head crane is also used to move Truck Rotators (as shown in the truck and wheel set assemblies Figure 13) may also be used in through the shop. truck repair shops to rotate trucks Split Rail Systems (as shown in or truck frames to allow easy Figure 10) are used primarily for access to the under side of a truck transit and coach cars to remove assembly. There are two types of wheel sets. The split rail carriage truck rotators; the first will lift and may use either a machine screw or rotate the truck assembly and with a hydraulic jacking mechanism to the second the truck assembly is raise the rail car to allow the truck loaded into the rotator with a to be supported. The rail is then crane and is then rotated. moved out of the way so that the Locomotive maintenance facili wheel set may be lowered onto a ties have options in equipment and dolly and taken away and a new methodology when maintaining wheel set to be raised into place. and servicing locomotive truck and 220 Shop Equipment And Processes Committee wheel set assemblies. Fleet and shop size are important considera tions when deciding on the appro priate shop equipment for truck removal maintenance and repair. Locomotive Maintenance Officers Association 221 rrrr £RGONOMXC LIFTING SYSTBMS LIFT SYSTEMS PRODUCTIVE SOLUTIONS PERSONNEL LIFTS & WORK PLATFORMS Provide a safer work environment Improve positioning while reducing fatigue Increase capacity and save time i Hd 'r^'r-****—W 1 InII i ll Hu — ... . ul ID 115 >^j| ii . _ L* ~>^Sn^H _> ^c*j WB^Bt 1 •iii » SYSTEMS FOR: 1 W*If.* r >_tp 1 • BLASTING m l V .. »*£*7 rfc! • PAINTING t •WASHING • SANDING • MAINTENANCE • REPAIR & OVERHAUL 800-657-6956 Eau Claire, Wl [email protected] Total Product Access High Return on Investment View additional lifts & video clips at: OSHA/ANSI Compliant www.lpi-inc.com 222 Shop Equipment And Processes Committee Figure 1 j^p~§]; - j!..~ "|*J|i:cffH«PJ Figure 2 Shop Equipment And Processes Committee 223 Figure 3 Figure 4 224 Shop Equipment And Processes Committee Figure 5 Figure 6 Shop Equipment And Processes Committee 225 Figure 7 Figure 8 226 Shop Equipment And Processes Committee Figure 9 Figure 10 Shop Equipment And Processes Committee 227 Figure 11 Figure 12 228 Shop Equipment And Processes Committee Figure 13 Locomotive Maintenance Officers Association 229 TIME-SA VMG Tools and Machines for Locomotive Maintenance, Parts Reclamation, and Testing INCREASE SHOPPRODUCTIVITY REDUCE LOCOMOTIVE DOWNTIME IMPROVE YOUR OUALITY ASSURANCE PROCRAM MAIN BEARING WRENCHES EMO &GEEngines CRAB NUT TORQUE WRENCHES EMO Engines TRACTION MOTOR SUPPORT BEARING CAPWRENCHES EMO 4 GE Traction Motors LOWER LINER INSERT PULLER/INSTALLER EMO Engines CYLINDER HEAD ANDLINER WATER TEST MACHINES EMD Engines EXHAUST VALVE SPRING DEADWEIGHT TESTER EMD Engines and other SPECIALTOOLS & MACHINES designed to SAVE YOU MONEY TAME, INC. Toots a*** fcttfrglgigcj Bgggngg Co . CONSTITUTION AND BY-LAWS nection with the maintenance and LOCOMOTIVE MAINTENANCE repair of motive power, subject to OFFICERS ASSOCIATION approval of the General Executive Committee. Revised September 22, 2003 Associate members shall have equal rights with railroad members Article I - Title: in discussing all questions properly brought before the association at The name of this Association the Annual Meeting, and shall shall be the Locomotive have the privilege of voting or Maintenance Officers Association holding elective office. (LMOA). Section 3 - Life membership shall be conferred on all Past Article II - Purpose of the Presidents. Life membership may Association also be conferred on others for The purpose of the Association, meritorious service to the Associa a non-profit organization, shall be tion, subject to approval by the to improve the interests of its mem General Executive Committee. bers through education, to supply Section 4 - Membership dues locomotive maintenance infor for individual railroad and associ mation to their employers, to ate membership shall be set by the exchange knowledge and informa General Executive Committee and tion with members of the shall be payable on or before Association, to make constructive September 30th of each year. The recommendations on locomotive membership year will begin on maintenance procedures through October 1 and end September 30. the technical committee reports Members whose dues are not paid for the benefit of the railroad on or before the opening date of industry. the annual convention shall not be permitted to attend the annual Article III- Membership meeting, shall not be eligible to Section I - Railroad Member vote and/or shall not be entitled to ship shall be composed of persons receive a copy of the published currently or formerly employed by Pre-Convention Report or the a railroad company and interested Annual Proceedings of the annual in locomotive maintenance. Mem meeting. Failure to comply will bership is subject to approval by result in loss of membership at the the General Executive Committee. end of the current year. Life mem Section 2 - Associate bers will not be required to pay Membership shall be composed of dues, but will be entitled to receive persons currently or formerly a copy of the Pre-Convention employed by a manufacturer of Report and Annual Proceedings. equipment or devices used in con Locomotive Maintenance Officers Association 231 Magnus Farley loc. • P.O. Box 1029 Fremont. Nebraska 68026 • uiiuui.rnaonus-farleii.com 232 Locomotive Maintenance Officers Association Article IV - Officers his or her services with appropri Section 1 - Elective Officers of ate compensation. the Association shall be President, Section 5 - All elective officers First Vice President, Second Vice and Regional Executives must be President and Third Vice President LMOAmembers in good standing. Each officer will hold office for one (See Article III, Section 4.) year or until successors are elect ed. In the event an officer leaves Article V- Officer, Nomination active service, he may continue to and Election of serve until the end of his term, and, Section 1 - Elective officers shall if he chooses, continue to serve as be chosen from the active mem an executive officer and be bership. A Nominating Committee, allowed to elevate through the composed of current elective offi ranks as naturally occurs, to cers and the active Past Presidents, include the office of President. shall submit the slate of candidates Section 2 - There shall be one for each elective office at the Regional Executive officer annual convention. assigned to oversee each technical Section 2 - Election of officers committee. Regional Executives shall be determined by a voice shall be appointed from the mem vote, or if challenged, it shall bership by the General Executive require show of hands. Committee for an indefinite term, Section 3 - Vacancies in any with preference given to those hav elective office may be filled by ing served as a Technical presidential appointment, subject Committee Chairperson. A to approval of the General Regional Executive who leaves Executive Committee. active service may continue to Section 4 - The immediate Past serve as such, and shall be eligible President shall serve as Chairman for nomination and election to of the Nominating Committee. In higher office. his absence, this duty shall fall to Section 3 - There shall be a the current President. General Executive Committee, composed of the President, Vice Article VI - Officers - Duties of Presidents, Regional Executives, Section 1 - The President shall Technical Committee Chairper exercise general direction and sons, and all Past Presidents approve expenditures of all affairs remaining active in the Associa of the Association. tion. Section 2 - The First Vice Section 4 - There shall be a President, shall in the absence of Secretary-Treasurer, appointed by, the President, assume the duties of and holding office at the pleasure the President. He shall additional of the General Executive ly be responsible for preparing and Committee, who will contract for submitting the program for the Locomotive Maintenance Officers Association 233 Annual Meeting. sented by the technical commit The Second Vice President shall tees to ensure reports are accurate be responsible for selecting adver and pertinent to the goals of the tising. He will coordinate with the Association. Secretary-Treasurer and contact C. Attend and represent LMOA advertisers required to underwrite at meetings of their assigned tech the cost of the Annual nical committees. Proceedings. D. Promote Association activi The Third Vice President will be ties and monitor membership lev responsible for maintaining a els within their assigned areas of strong membership in the responsibility. Association. He will ensure that E. Promote and solicit support membership applications are prop for LMOA by helping to obtain erly prepared and distributed, advertisers. monitoring membership levels and Section 5 - Duties of General reporting same at appropriate time Executive Committee: to the General Executive A. Assist and advise the Committee. President in long-range Association The Vice Presidents shall per planning. form such other duties as are B. Contract for the services and assigned them by the President. compensation of a Secretary- Section 3 - The Secretary- Treasurer. Treasurer shall: C. Serve as the Auditing and A. Keep all the records of the Finance Committee. Association. D. Determine the number and B. Be responsible for the name of the Technical finances and accounting thereof Committees. under the direction of the General E. Exercise general supervision Executive Committee. over all Association activities. C. Perform the duties of the F. Monitor technical papers for Secretary of the Nominating material considered unworthy or Committee, and General Executive inaccurate for publication. Committee, without vote. G. Approve topics for the D. Furnish surety bond in Annual Proceedings and Annual amount of $5000 on behalf of Meeting program. his/her assistants directly handling H. Approve the schedule for the Association funds. Association will Annual program. bear the expense of such bond. I. Handle all matters of Section 4 - The Regional Association business not specifical Executive officers shall: ly herein assigned. A. Participate in the General Section 6 - The General Executive Committee meetings. Executive Committee is entrusted B. Monitor material to be pre to handle all public relations deci- 234 Locomotive Maintenance Officers Association FUEL, LUBRICANTS AND ENVIRONMENTAL COMMITTEE TWENTY-SEVEN YEAR INDEX 2008 2. Evaluation of Locomotive Engine 1. Prevention of Fuel and Fuel Filter Oil Analytical Laboratories Headaches 3. Fuel Additives - Friend or Foe 2. Locomotive Idle and Start-Up 2000 Exhaust Emissions Testing 1. Biodegradability and its Relev 3. Operational Effects of Low Sulfur ance to Railroad Lubricants and Diesel Fuel in Locomotives Fluids 2007 2. Engine Lubricating Oil Evalua-tion 1. Automatic Self-Cleaning Lube Oil Field Test Procedure Filters and Centrifuges 3. Detecting Abnormal Wear of AC 2. Diesel Fuel 2007 and Beyond - Traction Motor, Pinion End, What will be in Your Tanks? Armature Bearings Through Lubricant Wear Debris Analysis 2006 4. Further Development in Top-of- 1. Fuel Additives-A Possible Method Rail Lubrication Testing to Reduce Fuel Consumption in 1999 Railroad Diesel Locomotives 1. Lube Oil Analysis-Achieving 2005 Quality Results 1. Engine Oil 202 - Refined Base 2. Effects of Engine Lubricants on Oil Oils and their Importance in Filtration Lubrication 3. Recycling and Re-refining of Used 2. Biodiesel -A Potential Fuel Source Lubricated Oils for Locomotives 1998 2004 1. Safety and Chemical Cleaners 1. Discussion of the LMOA Fuels, 2. Development of a Low Emissions, Lubricants and Environmental Dual Fuel Locomotive Committee Pentane Insolubles 3. Fuel Oil Stability Update 4. Ten Questions on EPA's Procedures Revision 4 Locomotive Exhaust & Emission 2. Engine Oil 101 - Viscosity and Regulations Additives 1997 3. Used Oil Analytical Results, What 1. Ferrography-Used Oil Analysis do they Mean, How to Interpret Program the Results and How do you 2. 2000 -A New Millennium for Respond? Locomotive Maintenance: EPA 2003 Exhaust Emissions Regulatory 1. Laboratory Results May Put Your Impacts Locomotive at Risk 3. Standardized Test Procedures - 2. Top of Rail Friction Modification Current Developments Studies on the BNSF 4. Industry Updates and New 2002 Developments 1. Improved Generation 5 Lubri 1996 cant Provides Potential for 1. Standardized Test Procedures-The Extended Lube Oil Filter Life Annual Subcommittee Update 2. Corrosion Protection of 2. Diesel Fuel Standards and their Locomotive Cooling Systems Applications to Railroad Fuel 2001 Quality Issues 1. On-Board Oil Management 3. A Look at Generation 5 Oil System Performance and Future Oil Needs Locomotive Maintenance Officers Association 235 4. LNG as a Railroad Fuel grade Railroad Locomotive Oils. 1995 5. Conrail Wheel/Rail Lubrication 1. MSDS'S - What do they tell us? Update 2. Applying Satellite Communi 1989 cations Technology to On-Line 1. Field Test Data Follow-Up and Oil Analysis of Crankcase Diesel Description of "Generation 5" Engine Lubricants Locomotive Crankcase Oil 3. Standardized Test Procedures - 2. Diesel Emissions: Regulations and Past, Present & Future Fuel Quality Developments 3. Petroleum Storage Tank 4. Locomotive Exhaust Emissions Regulations Regulations - Guest Speaker - 1994 George Kitchen, International 1. TBN-A Review of Currently Lube & Fuel Consultants Accepted Methods. 2. GE Multigrade Lubricating Oil 1988 Testing and Specification. 1. Used Oil Analysis and 3. The Economic Impact of Low- Condemning Limits Sulfur Diesel Requirements. 2. Review of A.A.R. Procedure RP - 1993 503, "Locomotive Diesel Fuel 1. Used Oil Analysis of Multigrade Additive Evaluation Procedure" Oils and Condemning Limits. 3. Update on Improved Oils - 2. Insoluble Determination with the Multigrade Advent of Multigrade Diesel 4. Wheel Flange Lubrication Update Engine Oils - Lubricants Being Used 3. Bioremediation 5. Survey of Disposable Practices or 1992 1. Environmental Issues Relating to Locomotive Engine Lube Oil and Multigrade Railway Issues Lube Oil Filters 2. Readily Biodegradable and Low 6. Speaker on Overview of Toxicity Railroad Track Lubri-cants Environmental Requirements for 3. Support Bearing Oils The Use of Petroleum Products in 4. Recycling and Re-refining Loco The Railroad Industry - Peter motive Oils Conlon - AAR 1991 1987 1. Infrared Spectroscopy as an 1. Common Fuel Additives and their Analytical Tool Effectiveness 2. Diesel Exhaust: Health Effects 2. History of LMOA Lubricating Oil Research and Regulations Classification System 3. Traction Motor Gear Case Seals 3. Performance Requirements and Lube Containment (Oil Lubricant) Needed by the Railroads for a 4. Partnership in Development New Generation Lube Oil 1990 4. How do we Provide the 1. The Responsibility of Railroads Performance Needed for a New and Facility Managers in the Generation Oil Handling and Disposal of 1986 Hazardous Materials 1. Extended Performance Lubri 2. Update on Diesel Fuel cants Through Better Chemistry Regulations 2. Fuels and Lubricants Handling 3. Diesel Exhaust and Worker Hygiene Exposure 3. Fuels Availability and Price 4. Field Experiences with Multi- Outlook 236 Locomotive Maintenance Officers Association 4. Selection of Lubricants for Wheel Flange and Rail Lubricators 1985 1. Disposal of Lube Oil Drainings 2. Non-ASTM No. 2 - D Fuel 3. Oxidation Analysis 4. Wheel Flange and Rail Lubrication 1984 1. Locomotive Filters 2. Traction Motor Gear Lube Field Test 1983 1. Field Test Update of Multigrade Oils 2. Update of Alternate Fuel Testing 3. A Review of Locomotive Fuels 1982 1. Energy Conserving Lube Oils 2. Alternative Fuels Update 3. Availability of Medium and High Viscosity Index Railroad Oils 4. Journal Box Oil and Aniline Point. 5. Traction Motor Gear Lubricant Update 6. Traction Motor Gear Case Seals 1981 1. Effects of Using Alternate Fuels on Existing Diesel Engines 2. Update on Cold Weather Procedures for Fuels 3. New Techniques in Lube Oil Analysis 4. Traction Motor Gear Lubri-cation. 5. Multi-Viscosity Oils as an Energy Conservation Technique Locomotive Maintenance Officers Association 237 NEW TECHNOLOGIES COMMITTEE TWENTY-FIVE YEAR INDEX 2008 System 1. Maintenance Experience with 2. Cool Your Jets: A Low Cost High Gen Set Switcher Locomotives to Performance Rooftop Air Condi Date tioner 2. Maintenance of the BNSF 2001 Fuelcell- Hybrid Switch 1. Performance and Economic Locomotive Aspects of Various 2007 Environmentally Friendly Coatings 1. Fuelcell Hybrid Switcher for Rolling Rail Equipment Locomotive: Engineering Design 2. Non-destructive Testing: Crack 2. Locomotive Digital Video Detection Technology - EMFaCIS 2000 Recorder 1. FIRE: EMD Turns up the Heat on 3. CN Distributed Braking Car Railroad Electronics Integration 2006 2. Put the Chill on Air Condition-ing Costs 1. VariableHybridity Fuelcell-Battery 3. Do Not Get "Steamed" Over Fuel Road Switcher Tank Repairs 2. GETransportation-Hybrid Freight 4. Industry Responses to Emission Locomotive Regulations 3. Dynamic Brake Status Reporting 2005 5. Improved Adhesion Through the Use of Individual Axle Inverters 1. PL42AC Locomotive-Overview 2. Fuel Cell Locomotives 1999 3. Locomotive Electric Hand-brake 1. Locomotive Filteration-Where are Systems We Going? 2004 2. EMD Markets a New Line of 1. GE Evolution Locomotive - An Switchers Overview 1998 2. EMD SD70Ace Locomotive- Reliability for 2005 and Beyond 1. Expert Systems 2. EMD SD90MAC 6000 HP 3. Get Them into Condition: Condition Based Traction Motor Locomotive - Where Are We Reliability Today? GE AC6000CW 4. Making the Switch - An Update Locomotive - Where Are We on the EMD GP20D/GP15D Today? Switcher Locomotive 1997 5. "Fuel Proof Tank Repairs" - A Best 1. An Overview of the Electro-pneu Practice for your Locomotives matic Train Brake 2003 2. Locomotive 6724, Where Are 1. New MPXPRESS Commuter Locomotive Models MP 36PH-3S You? GPS, Mobile Telemetry and & MP36PH-3C GIS Technologies in a Railroad 2. The Green Goat Hybrid Environment Locomotive 3. Runout Measurement Using Non- 3. Observation on Auto Engine Contact Sensor Tech-nology Start/Stop 4. Common Rail Fuel Injection 2002 On Board Rider -A Remote Loco 1996 motive Condition Monitoring 1. Activities Toward New Safety 238 Locomotive Maintenance Officers Association Standards for Passenger 5. FailureAnalysis Equipment 1990 2. SP-3 Thin Sensor Technology for 1. Motor Driven Air Compressors Variable Force Measurement for Diesel-Electric Locomotives 3. Top-Of-Rail Lubrication 2. Locomotive Cab (HVAC) Heating, 4. Traction Motor Vibration and its Ventilation and Air Conditioning Effects Systems 1995 3. Effect of Technology on 1. Beltpack Locomotive Control Standardization of Cab Control System Equipment 2. The MK1200G Switching Loco 4. Locomotive Durability, Relia motive bility and Availability 3. Advanced Traction Motor Testing 1994 Understanding Your Abilities 1. Electronic Fuel Injection Sys-tems. 1989 2. Status of Distributed Power in 1. A Rational Approach to Testing Freight Trains. Locomotive Components 3. Advances in Distributed Power- 2. New Developments in Loco Iron Highway. motive Cab Design 1993 1988 1. New Technology to Solve Old 1. Amtrak F69 PH AC Passenger Problems 2. Developments in Off-Shore Locomotives Technology 2. New Component Develop-ments 3. Updates on AC Traction Retrofittable to Older Model Developments Locomotives 1992 3. Locomotive Applications of 1. Talking to the "Smart' Locomotive Catepillar Engines 2. Cab Noise Abatement 4. Wheelslip Control for Individual 3. Electronic Management of Axles Locomotive Drawings 4. Update on High Productivity 1987 Integral trains 1. Electronic Fuel Injection Sys-tems 5. AC Traction -A New 2. Update on Electronic Gover-nors Development 3. Recent Advances in Steerable 1991 Locomotive Trucks - the E.M.D. 4 1. Locomotive Cab Integration and Axle, 4 Motor HT-BB Articulated Accessory Management Truck 2. Improvements in Locomotive 4. Converting an F40 Locomotive to Adhesion Performance 3. The Role of Duty cycles in A.C. Traction Locomotive Fuel Consumption. 1986 4. What's New in Gadgets and 1. Future Train Control Systems Black Boxes: What do our 2. Bringing Future Train Control Locomotives Really Need? Systems Back to Earth Locomotive Maintenance Officers Association 239 3. Low Maintenance Locomotive Batteries 4. Electronic Engine Control Systems 1985 1. The Sprague Clutch for E.M.D. Turbocharged Engines 2. A.C. Traction Locomotives Update 3. Natural Gas Locomotive Update 4. Ceramic Coated Engine Com ponents 4. Locomotive Cab Develop-ments 1984 1. G.E. Dash 8 Locomotives 2. E.M.D. 50A Series Locomotives 3. Natural Gas Locomotives 4. Appraisal of the A.C. Traction Locomotive 1983 1. Microprocessors for Locomotive Control and Self Diagnosis. 2. Locomotive Fuel Tank Gauges 3. Locomotive Aerodynamics 4. Bombardier HR 616 Locomotive 5. Missouri Pacific - Phase III Locomotive Heavy Repair Facility, N. Little Rock, Arkansas 240 Locomotive Maintenance Officers Association DIESEL ELECTRICAL MAINTENANCE COMMITTEE TWENTY-SEVEN YEAR INDEX 2008 3. Head End Power (HEP) Safety 1. Challenges with Retrofitting New Issues Systems to Old Locomotives 4. Fuel Savings, Using Locomotive 2. Locomotive Maintenance Consist Management Conventional vs Genset 2002 3. Using Test Instrumentation Safely 1. Commutator Profiling 4. Electric Motor Preventative 2. Basics of an Operations Center Maintenance 3. Diagnostics for Older Locomo 2007 tives 1. Finding Open and Short Circuits 4. Traction Motor Protection Panel on AC Traction Motors 5. "Locomotive Auxiliary Power 2. Locomotive Cab Signal Failures Units" - Lessons Learned and Troubleshooting 3. Maintaining Main Generators - 2001 1. Diagnostic and Predictive Some Safer Methods 4. Locomotive Software Maintenance Management 2. Locomotive Replacement Control System 2006 3. Automatic Shutdown Startup 1. Application of 2,000 HP Hybrid Controls - Fuel Savings through Yard and Road Switcher Technology Locomotives 4. Locomotive Alternative Air 2. Portable Troubleshooting Data Conditioners Logger 2000 3. Adapting a Freight Locomotive 1. Custom Electronics and their into a Passenger Locomotive Applications 2005 2. Locomotive Wire Update 1. Wireless Communication 3. Integrated Air Brake & Distributed Technology Overview Power Under EMD Fire System 2. Maintenance Benefits of the 4. Carbon Brushes -A Fresh Look Green Goat - Part A 5. RM&D - What It Is, What It Does Hybrid Switcher Update - Green 6. An Alternate Adhesion System Goat - Part B 2004 1999 1. Electrical Maintenance Benefits of 1. Transition Panels for Older the SD70ACe Locomotives 2. Remote Monitoring & 2. R.S. A.C. Crash Worthy Event Diagnostics: Development and Recorder Update Integration with Maintenance 3. Traction Motor Suspension Strategies Bearing Temperature Monitoring System 3. Carbon Brushes Revisited - an 4. EMD SD90MAC 6000 HP Update for 2004 Locomotive-An Update 2003 5. IGBT-What's New for GE AC6000 1. Diesel Driven Heating System Locomotives 2. Trainline - ES TIBS as Applied to 1998 CN/IC Locomotives 1. Locomotive Troubleshooting Assistant Locomotive Maintenance Officers Association 241 Locomotive Electronic Brake 6. Modern Tooling Update Maintenance SD70MAC Capacitor Discharge 1992 Procedure 1. Nickel-Cadmium Batteries as an Power Savings for Electrical Alternative Locomotives 2. Overview of Locomotive Auto Stop/Start and Layover Microprocessor Based Controls Systems 3. Locomotive Air Conditioning 1997 4. Testing Traction Alternator Fields Review of Battery Maintenance on EMD Locomotives and Available Options 5. Flange Lubricators 2. Battery Charger/Booster 1991 3. Locomotive System Integration 1. Locomotive Rebuilding 4. Electronic Governors Something Old - Something New. 1996 Standardization of Elec-trical 1. EMD SD80MAC High Voltage Equipment Safety 2. Locomotive Batteries 2. GE AC Locomotive Electrical a. Storage Handling Proced-ures Safety Features 3. Electromagnetic Interference b. Recommended Maintenance (EMI on AC Locomotives) Procedures 4. QTRAC 1000 Adhesion Control c. Recommended Repair Pro System cedures 5. Locomotive Health Monitoring- 3. Amtrak's AC Traction Loco The Key to Improved Main-ten- motives ance 4. Modern Tooling for Electricians 1995 Recorders 1. Canadian National Battery Water 3. Why Can't We Have One Central Usage Computer? 2. Remote Diagnostics-Radio 4. EPA and Regulation Driven Download Cleaning 3. Programmed Preventive Main 1990 tenance 1. Modern Tooling of Electrical 4. Commutation Monitoring in Locomotive DC Traction Motors Troubleshooting 5. The EMD Diesel Engine Control 2. Maintaining Solid State Event (EMDEC) System Recorders 1994 3. Why Can't We Have One Central 1. Safety First - Video on Electrical Computer? Safety 4. EPA and Regulation Driven 2. Locomotive Health Monitoring Cleaning Systems 1989 3. Event Recorder Update 1. Modern Tooling for the 4. SD60 Dynamic Brake Improve Troubleshooting Electrician: a) ments test meters available (single func 1993 tion); b) test meters available 1. Automatic Engine Shutdown and (multiple functional); c) analysis Restart System and diagnostic tools 2. Layover Systems/Standby Power 2. Sound Electrical Repairs and Systems Practices for: a) traction motors; 3. CN North America - Electronic b) grids and fans; c) wire and Temperature Control cable solderless termination 4. Speed Sensing Devices 3. Guidelines for Preparing 5. Adhesion Alternative Electricians for the 1990s 242 Locomotive Maintenance Officers Association 1988 4. Water Cooling and Refrigerating 1. Utilizing Magnetic Tape Event Methods for Locomotive Cab Recorders for Locomotive Application Maintenance 1982 2. Solid State Locomotive Data 1. Tests on Traction Motors Recorder 2. Transition Trouble-Shooting 3. Improved Utilization of GE DASH 3. Onboard Diagnostic Systems 8 Data Recording Systems 4. Starting Systems 4. Locomotive Health Data and Its 1981 Uses To The Railroad 1. Evaluation of Improved Test 5. Improved Data Acquisition From Methods EMD's 60 Series Display 2. Teflon Bands Computer 3. New Generation Locomotives 1987 4. Electrical Troubleshooting 1. Proper Maintenance of Electrical 5. Batteries and Charging Systems Fuel Savings Options 6. Troubleshooting EMD AC 2. Preliminary Report on AAR AuxiliaryGenerator System Traction Motor Study 7. Selection of Locomotives for Major Locomotive Overhauls 1986 1. Cleaning, Handling & Storage of Electrical Equipment A. Solid State Components B. Rotating Equipment 2. Qualification of Locomotive Power plants through self load 1985 1. Locomotive Microprocessor Technology in Retrospect 2. Dynamic Brake Protective devices and Troubleshooting EMD-2 and GE-7 Locomotives 3. Indicators and Recorders for Locomotive Retrofit Application - Fuel, Speed, Power and Selected Events 1984 1. On-Board Diagnostics 2. GE's CATS (Computer Aided Troubleshooting System) 3. Fuel Conservation Through 4. Electrical Modifications 5. Performance of Locomotives After Storage 1983 1. Ground Relay Trouble Shooting 2. Specification for remanu-factured D87 Traction Motor Frames (Using D-77 Armature Coils) 3. Locomotive Storage (Electrical) Locomotive Maintenance Officers Association 243 SHOP EQUIPMENT AND PROCESSES COMMITTEE TWENTY-SEVEN YEAR INDEX 2008 3. Dry Ice Cleaning of GE Intake 1. Vehicle Progression Systems Ports 2007 4. AAR-LFIS No Spill Fueling System 1. Evolution and Improvements in 1998 Locomomtive Rerailing Cranes 1. Smoke Opacity Testing-Emission 2006 Detection Equipment and its Use 1. Wheel Gauge Technology 2. HydraulicTensioningTools and its 2. Train Washing Use 3. EnvironmentalRailroad 3. High Speed Portable Align Boring Containment Products Series 2005 4. Locomotive Mobile Servicing 1. Mobiturn Wheel Truing Services 1997 2004 1. Wheel Truing as Preventive 1. Under the Hook Lifting Devices Maintenance 2. Sanding in the Railroad Industry- 2. Conrail-Selkirk Diesel Terminal Part III -A Gentle Answer for an Wastewater Treatment Facility Abrasive Situation Recent Evnironmental Improve 2003 ments 1. Locomotive Shop Support 1996 Systems and Equipment 1. Locomotive Painting 2. Hand Tools - An Ergonomic 2. Drop Table Tooling for New EMD Update and GE Locomotives 3. Locomotive Lifting Systems 1995 2002 1. Pre-Maintenance Inspection 1. NOTE: PAPER ON LIFTING SYS- 2. Railroad Turntable Modification TEMS WAS PRESENTED BY RON 3. Mobile Locomotive Service BEGIER OF PORTEC AT THE Vehicle 2002 CONVENTION; HOW 1994 EVER IT DID NOT APPEAR IN 1. Electronic Fuel/Unit Injection PUBLICATION - WILL APPEAR Tooling. IN THE 2003 PROCEEDINGS 2. Locomotive Roller Support PUBLICATION Bearing Tooling. 2001 3. Fall Protection and Man Lifts. 1. Standing in Railroad Industries - 4. Locomotive Washing Systems. Part II - How to Specify Reliable 1993 and Safe Sanding Systems 1. Dynamic Balancing for GE Dash 8 2000 Model Locomotives 1. The Tandem Wheel Truing 2. Air Compressor Automated Machine at Amtrak's IvyShop Station 2. Shop Talk 2000: Fall Protection 3. Ergonomics in the Work Place Technology 4. Hydraulic Traction Motor 3. Sanding in the Railroad Industry Shimming Table 1999 1992 1. Increasing Diesel Shop Capacity 1. Automated Test and Production 2. Conrail-Cold Asphalt Processing Equipment of Environmental Waste Sand and 2. Safety Corrective Action Team Sludge 3. Automated Locomotive Wheel 244 Locomotive Maintenance Officers Association Shop 1987 4. Cleaning and Surface Pre-paration 1, Modern Servicing Facility for with Sodium Bicar-bonate Based Improved Reliability and Abrasive Blasting Availability 5. Trainline Continuity Tester 2, New Developments in GE Tools. 6. BN - Railroad Power Assembly 3. Implementation of a Quality Shop of the 1990's Process 1991 4, A Quality Traction Motor Shop. 1. Economic Separation of 5, Wheel Truing Machine Tech-nolo- Emulsified Oil from Waste Water gy Using Ultra Filtration Membranes 1986 2. EMD Cylinder Head Valve Seat 1, Robotics Update 1986 - Now Machining What? 3. Automated Barring Over Machine 2. CNC Machine Tools for EMD Diesel Engines 3, A New GE Power Assembly Area 4. New Equipment for Testing EMD 4, Locomotive Wash System -1986 Engine Protectors 1985 5. Compressed Air for Railroad 1. Computer-Assisted Preventative Facilities Issues and Solutions to Maintenance Achieve Clean, Dry, Oil Free Air 2, New Tools for Material Handling 1990 and Overview of Balancing 1. EMD Valve Bridge Machine Technology 2. GE Traction Motor Roller 3, Effect of Governmental Regula Suspension Bearing Replace-ment tions on Locomotive Finishing Equipment and Pro-cedure. 1984 3. Locomotive Component Re- 1, Shop Tools. placement ForkliftAttachment. A. New Tools 4. Locomotive Sanding, Fueling and B. Shop-Made Tools Drop Tables. 2, Traction Motor Shop Equipment 5. Hazardous Waste Disposal Up-Date 1989 3, Hazardous Waste Handling and 1. Automated Locomotive Wheel Disposal Shop 1983 2. Laser Guided Material Handling 1, Locomotive Maintenance Using a Vehicles Production Line Process 3. Bulk Rail Lubrication Storage & Fill 2, Shop Tools to Increase Systems Productivity and Improve Quality. 4. Pilot Plate Straightening Equip- 3, Dynamic On-Line Performance of ment Locomotives Without On-Board 1988 Tele-Metering 1. Fuel Management Control 4, Management in Action Systems 5, New GE Training Cente 2. Locomotive Mounted Rail 6, Welding Qualifications Lubrication Fill Systems. 1982 3. Comparison of Shop Air 1. Tools Compressors 2. Rebuild line for EMD turbocharg- 4. Locomotive Toilet Servicing ers Equipment 3, Air brake equipment line 5. Innovations in Blue Flag and 4, Industrial robots Derail Protection 5. Automated machines Locomotive Maintenance Officers Association 245 6. Safety related items and equip ment 1981 1. Training Aids. 2. Testing Devices Inspired by New FRA Laws 3. Tools and Training for Pro-ductivi- ty 4. Changes to Shop Facilities Required by Newly Adopted EPA & OSHA Regulations 5. Tour through Conrail Altoona Shop 6. Supply/Service Facilities 7. GEAssembly Shop 246 Locomotive Maintenance Officers Association DIESEL MATERIAL CONTROL COMMITTEE TWENTY-SEVEN YEAR INDEX 2008 1998 1. Lean Manufacturing as it Applies 1. Tighter is Not Better to Material Handling 2. Are Vending Machines the New 2007 1. Insourcing vs. Outsourcing "The Wave for Safety Items? Altoona Story" 1997 1. Raising Our Standards for Safety 2006 2. The Rail Industry's Electronic Parts 1. PDAs for Inventory Control Catalog Exchange Standard 2. Inventory Management System (EPCES) - A Better Way 2005 1996 1. Centralized Materials 1. Technology Transfer-The Hot Management Process of the 90's-Condition 2. Centralized Component Core Management-Centralized Based Maintenance Warehouse-Locomotive 2. Warehouse Automation Comonents - Part A: BNSF Rwy. 1995 Centralized Component Core 1. Warranty and Reliability Man-age- Management-Rotable Warehouse ment - Part B: Norfolk Southern Corp. 2. Railroad Industry Group (RIG) 2004 Exchange Standard for Parts 1. Milk Run: Norfolk Southern's Catalog Information Dedicated Locomotive Parts 1994 Shipping System 1. Material Consignment 2003 2. The Next Step in Electronic 1. Just in Time Delivery - The Juniata Information Management - Shop Material Control Program Interactive Technical Manuals. 2. The Continuous Improvement 3. Electronic Catalog Alternatives. Approach 1993 2002 1. Technology Transfer 2. Electronic Cataloging from a 1. "Mentored Champion Process" - Material Perspective CSX Supply and Service Manage 3. Computerized Reordering from ment the Mechanical Employee's Point 2001 of View 1. RAILMARKETPLACE.COM 4. Electronic Catalogues: OEM The Industry's Market Exchange /Supplier Point of View 2000 1992 1. GE Global exchange Services 1. Warranty Overview and Issues 2. My.SAP.Com 2. Recycling-1992 1999 3. Bar Coding 1. Composite Floors and Doors for 4. Material Packaging Locomotives 1991 2. Packaging Standards 1. The World of Recycling 2. Problems with Solution Locomotive Maintenance Officers Association 247 3. Problems with Opportunities 1985 1990 Evaluating Locomotive Main 1. Waste Minimization. tenance Projects 2. Hazardous Materials End Cost Reconditioning Material: In- 3. The Role of the Suppliers House vs. Vendo 1989 Identification and Disposition of 1. Packaging and Containerization for Today's Railroad. Surplus Material 2. Innovations in Material Cost of Carrying Surplus Distribution Resulting from Shop Evolution and Future Directions Consolidations. of Material Handling Equipment 3. Outsourcing! Does Anyone Really in Railroad Use Understand the Difference 1984 Between UTEX and Repair and BarCoding of Material Return and the Affect on the Forecasting Material Require Budget? 4. "Stuff" Happens! - A Skit About ments the Necessity of Feedback from a. Fuel Security - Are You Suppliers - Suppliers to the end Getting What You Pay For? User b. Fuel Oil Is Expensive 1988 Pros and Cons of Material 1. Communication - The Vital Link in Purchasing Contracts (Single Materials Acquisition Source - Just In Time Inventory) 2. Quality Assurance Through 1983 Communications and Feed-back 3. Paperless Requisitions Improved Locomotive Productivi 4. A Practical Application of Bar ty Through Computerized Dat Coding in the Railroad Industry Inbound Material Inspection Minimize Maintenance Cost 1987 Through Material Management 1. Suppliers Selection for Com Systems ponent Failure Analysis New Ideas In Material Storage 2. Vendor Performance or Service Containers Level 1982 3. Bar Codes Use of kits in locomotive mainte 4. Bar Coding - Railroads nance 5. Material Handling Innovations by Cost effective methods of ship the Airline Industry ping material from vendors. 1986 Union Pacific's Component 1. The In-House Electronic Requisi Inventory Maintenance System tion System (CIMS). 2. Electronic Data Interchange. Advantages of using shipping con 3. RAILING and Electronic Pur-chas tainers ing 1981 4. Quality Evaluation of Material 1, Disposal of Unserviceable Sourcing Decisions Component Parts: What is the 248 Locomotive Maintenance Officers Association Most Profitable Method? 2. Innovations in Stores Material Handling, Via Computer Technology 3. Locomotive Held for Material: an Update for the 80's 4. The Best Approach to Procuring Material; New, UTEX, Repair and Return or Shop Repair Locomotive Maintenance Officers Association 249 DIESEL MECHANICAL MAINTENANCE COMMITTEE TWENTY-SEVEN YEAR INDEX 2008 Locomotive Wheel Wear Ultra-Low Sulfur Diesel Fuel: 4. Maintenance Savings - Impact on Locomotive Mother/Daughter Units Maintenance 2003 Exhaust Aftertreatment 1. Training 60/30 Impact Now & Techhnologies: Definitions and Beyond Maintenance 2. Condition Based Maintenance, EPA Emission Requirements for Practical Approaches and Locomotives Techniques Air Compressors-Best Practices- 2002 Identification and Maintenance, 1. Detrimental Effects of Loco Parti motive Engine Idling 2007 2. Emissions Standard Compliance Training a New Work Force for the GE Dash 8 Locomotives Locomotive Horn Testing 3. Tier 0 Emissions Compliance for Diagnostic Techniques for the GE Dash 8 Locomotive Predictive/Preventative 4. Locomotive Inspection Training - Maintenance-Exploitation of New A Preview of CFR 229/238 Technology 5. Computerized Record Keepingto Locomotive Particulate Matter Improve Performance and Re Emssions Reduction through duce Maintenance Expense for Application of Exhaust Shortline and Regional Railroads Aftertreatment Systems 2001 2006 1. Troubleshooting Electronic Lost Opportunities of Rebuilding Fuel Injection on GE Loco Trucks motives GP/SD38-2S Locomotive-A New 2. Troubleshooting Electronic Class of Power Fuel Injection-EMDEC Electro Heavy Diesel Engine Field Repair Motive Division Two-Stroke Benefits of Mobile Maintenance Engine 2005 3. How to Maintain ALCO Crankcase Overpressure Today - Locomotives in the 21st Concentrating on EMD and GE Century Locomotives 4. Catastrophic Engine Failures: Cold Weather Locomotive Shortlines & Regionals (Best Operations Practices) Importance of Cooling System 5. Are We Ready for Reliability- Health, EPA Compliance Impact Centered Maintenance? Overhaul Extension 2000 2004 1. 2000 Emissions Review - GE GE Evolution Series-Maintenance Perspective and Reliability 2. 2000 Emissions Review - EMD EMD 70ACe and SD70DC-Tier 2 Perspective Locomotive Models-Mechanical 3. EMD Diesel Engine Crankshaft Maintenance Enhancements Main Bearings Edge-Load Condi Best Practices Series-For Regional tion (Description, Detection and and Shortline Railroads-Managing Resolution) 250 Locomotive Maintenance Officers Association 4. 2000 - LMOA Best Practice 4. EMD SD60M Natural Gas Series: Locomotive Truck Over Locomotive Development haul Procedures 1994 1999 1. Electronic Fuel Injection. 1. Vibration Analysis 2. ICAV - The Physical Affects on 2. EMD Power Assemblies Change Instantaneous Crank Shaft Out Practices for Regional and Angular Velocity Technology Shortline Railroads 3. Maintenance Practices Com-pari- 3. Improved Access to GE7FDL son Between Regionals and Class Engine Intake Manifold for I Railroads Cylinder Inlet Port Cleaning 4. Amtrak Document Manage-ment. 4. What's Ahead in Plastics for 1993 Locomotive Applications 1. EMD's Three-Axle Radial Steering 5. Cast Iron, Composition Brake Truck Shoe Arrangements vs. Type-J 2. The Natural Gas Locomotive at Relay BNRR 1998 3. Locomotive Waste Oil Reten-tion 1. LMOA Best Practices Series: GM 4. Fragmented Maintenance Engine Crankcase Pressure 1992 Troubleshooting 1. Mechanical Quality Progress 2. Union Pacific's New EMD Diesel Developing on Major Railroads. Engine Rebuild Line At 2. Coal Fuelled Diesel Locomotive Downing B. Jenks Locomotive Development. Facility-No. Little Rock, Arkansas 3. 18:1 Upgrade for the 645E Engine 3. GE Turbo Rebuild Procedures 4. Automatic Stop and Start Control 4. Mechanical Impact of Locomotive System Emissions Regulations 5. Acquiring Locomotives for 5. Locomotive Engine Bearing Regionals and Shortlines Developments 1991 1997 1. Recommended Practices for 1. LMOA Best Practices - GE Water upgrading 567 to 645 Design. Leaks 2. Conversion of SD40 Loco 2. Locomotive Update - MK 1200G motives to SD 40-2 on CSX LNG Powered Switcher 3. Update: Diesel Engine Emission 3. Proper Use of Gaskets and Seals Controls 1996 4. Stationary and Dynamic Test 1. Air Brake Trouble Shooting- Procedure for Locomotive Fuel Where We Are Now Efficiency Measurement 2. Best Practices - Internal Water 5. Personnel training on New Leaks on EMD Locomotives Technology. 3. Best Practices - Oil Out Stack 1990 1995 1. Caterpillar Power in Reman-ufac- 1. General Electric New 7HDL 6000 tured Locomotives. HP Diesel Engine 2. The EMD 710G3A Engine 2. LMOA Best Practices Series - Low 3. Improving Performance of Oil Pressure Trouble-shooting Traction Motor Friction Suspen Procedures for EMD sion Bearings. Turbocharged Locomotives 4. Fluid Leaks on GE 7FDL Engine. 3. How Can a Regional or Shortline 5. Rebuild of the EMD F3B Fuel Justify a Wheel Truing Machine? Injector. Locomotive Maintenance Officers Association 251 1989 Components 1. Wheel Axle Gear Wear/Impact 1983 on Traction Motor Life 1. Leaks: Cooling Water, Lube Oil, 2. 710 Engine - Operational and Fuel Oil and Air Overhaul Update 2. Torquing Recommendations. 3. GE Power Assembly Improve 3. Update on Fuel Efficient ments on Welded Head-to-Liner Locomotives 4. Assembly Rework Procedures. 4. Radiator Screens 5. EMD EngineOil Leaks.Secondary 5. Alternate Starter Systems Air Filtration - Barrier vs. Impingement 1982 1988 1. Fuel Conservation - Effects on 1. Low-idle Operating Costs vs. Fuel Maintenance Savings. 2. Fuel Conservation - What It Costs. 2. Rebuilding GE's EB Liner 3. Diesel Fuel Receipt and 3. The Extended Maintenance Truck Disbursement 4. Flange Lubricator Update 4. Turbochargers 5. Permaspray II - Cylinder Liner 1981 1987 1. Running Gear 1. EMD Water Pump Rebuilding 2. Filtration 2. On Board Flange Lubricator 3. Gear Case, Bull Gear and Pinion 3. FRA Rules Gear Longevity in the 1980's - 4. Follow-up on Previous Topics Gear Cases - Canadian National Experience. 4. Maintenance of Locomotive Fueling Systems for a Spill Free Operation 1986 1. Rebuild of Valve Bridge Assemblies 2. Update of New Locomotive Service Problems, EMD and GE Effecting Quality Performance 3. Chromium Plating and Its Uses 4. Development of a New Diesel Engine for Heavy-Duty Loco motive Service 1985 Procedures for Storing Serviceable Locomotives for Quality Performance 2. New Locomotive Service Problems, EMD and GE 3. 92 Day Service Requirements: EMD, GE and Bombardier 1984 1. Mechanical Aspects of New Locomotive Designs 2. Maintenance of Locomotive 252 Locomotive Maintenance Officers Association COPIES OF TRANSCRIPTS FROM PREVIOUS TECHNICAL PAPERS ARE AVAILABLE UPON REQUEST. CONTACT OUR SECRETARY-TREASURER, RON PONDEL, AT (630) 860-5511 x217 PMC Setting the Standard in Locomotive Gears and Pinions • Triple Alloy Steel a Carburized and Hardened • Cubic Boron Nitride Ground • Lower Life Cycle Costs with PMC SUPER GEARS • Five-Year Wear Warranty • Reprofiling Services • Over 85 Years of Gear Manufacturing • AAR Certified Contact Us Today for Additional Information... Penn Locomotive Gear A Division of Penn Machine Company Johnstown, PA, U.S.A. [email protected] www.pennlocomotivegear.com Johnstown, PA 814-288-1547 ext. 211 Blairsville, PA 724-459-0302 ext. 322 Til MAFt/CN &. AMarmonGroup/BerkshireHathawayCompany f When budgets are limited and engine failure occurs use Peaker Services Custom Engine Repair" Peaker Services offers catastrophic engine failure repair without complete disassembly. • Usually 60-80% less ' bit than the cost of a total remanufacture CNC machining N Line bore without power assembly removal Parts not damaged can be reused Reduce out-of-service time peaker Engine failures services, occurring before psi scheduled inc. i remanufacture can be repaired. Business: 800-622-4224 Fax:248-437-8280 [email protected] • •i • Engine Remanufacture • Components • Power Assemblies • Woodward Governor Company Central Distributor • Factory Authorized Service